Paris - Niamey - Lagos
Flight / Schedule
Paris - Niamey - Lagos
Aircraft
Douglas DC-8Registration
N8635
MSN
46050
Year of Manufacture
1968
Operator
Overseas National Airways - ONADate
March 4, 1977 at 03:35 AM
Type
CRASHFlight Type
Cargo
Flight Phase
Landing (descent or approach)
Crash Site
Airport (less than 10 km from airport)
Crash Location
Niamey Niamey City District
Region
Africa • Niger
Crash Cause
Human factor
Narrative Report
On March 4, 1977 at 03:35 AM, Paris - Niamey - Lagos experienced a crash involving Douglas DC-8, operated by Overseas National Airways - ONA, with the event recorded near Niamey Niamey City District.
The flight was categorized as cargo and the reported phase was landing (descent or approach) at a airport (less than 10 km from airport) crash site.
4 people were known to be on board, 2 fatalities were recorded, 2 survivors were identified or estimated. This corresponds to an estimated fatality rate of 50.0%.
Crew on board: 4, crew fatalities: 2, passengers on board: 0, passenger fatalities: 0, other fatalities: 0.
The listed crash cause is human factor. The four engine airplane was completing a cargo flight from Paris to Lagos with an intermediate stop in Niamey, carrying various goods on behalf of Union des Transports Aériens (UTA). On final approach by night, the crew failed to realize his altitude was too low when the airplane struck the ground 800 metres short of runway 09. Upon impact, it lost its undercarriage and slid for dozen metres before coming to rest in flames. Two crew members were killed while two others were injured.
Aircraft reference details include registration N8635, MSN 46050, year of manufacture 1968.
Fatalities
Total
2
Crew
2
Passengers
0
Other
0
Crash Summary
The four engine airplane was completing a cargo flight from Paris to Lagos with an intermediate stop in Niamey, carrying various goods on behalf of Union des Transports Aériens (UTA). On final approach by night, the crew failed to realize his altitude was too low when the airplane struck the ground 800 metres short of runway 09. Upon impact, it lost its undercarriage and slid for dozen metres before coming to rest in flames. Two crew members were killed while two others were injured.
Cause: Human factor
Occupants & Outcome
Crew On Board
4
Passengers On Board
0
Estimated Survivors
2
Fatality Rate
50.0%
Known people on board: 4
Operational Details
Schedule / Flight
Paris - Niamey - Lagos
Operator
Overseas National Airways - ONAFlight Type
Cargo
Flight Phase
Landing (descent or approach)
Crash Site
Airport (less than 10 km from airport)
Region / Country
Africa • Niger
Aircraft Details
Similar Plane Crashes
Blériot
Blériot 115
The crew was performing a long trip from France to Madagascar to find new routes. He departed Toussus-le-Noble Airport (Buc) on 18JAN1925 and completed several intermediate stops in Perpignan, Oran, Colomb-Béchar, Gao and Niamey. While taking off from Niamey, the aircraft named 'Jean Casale' went out of control and crashed for unknown reason. The radio Vendelle was killed while both pilots were seriously injured. The mechanic escaped unhurt. The Blériot 135 was a four engine version from the Blériot 115 and was built an one example only. Crew: Joseph Vuillemin, pilot, Jean Dagnaux, pilot, Mr. Vendelle, radio. Mr. Knecht, mechanic.
Air France
AAC.1 Toucan
Crashed in unknown circumstances.
Air Nolis
Douglas C-47 Skytrain (DC-3)
Crash landed in Zinder Airport. All three crew members were slightly injured and the aircraft was written off.
Institut Géographique National
Boeing B-17 Flying Fortress
Crashed in unknown circumstances. There were no casualties.
Overseas National Airways - ONA
Douglas C-54 Skymaster
Overseas National's DC-4 took off from the Oakland Airport at 0820. Captain Marion Harvey Click, company cheek pilot, was in command and aboard were Captains Hammond Garrard and Warren Cecil Gessner who were to receive their six months DC-4 instrument competency cheeks. There were no other persons aboard. The aircraft had been refueled with 1,229 gallons of gasoline and 11 gallons of oil; the total load was within the certificated gross weight and was properly distributed. At 0925, this flight received a clearance from the Oakland tower to make a practice range approach and to remain above 1,500 feet on the final approach to the airport. At 0935, the California Eastern DC-4 3 took off from the Oakland Airport for the purpose of a six-month instrument competency check. Captain Ralph A. Shope, company chief pilot, was in command and occupied the right scat. Captain Winfield B. Kinner, receiving the cheek, was in the left seat. Louis Goldberg, an upholsterer and company mechanic, occupied a cabin seat and was on board only to sew some arm rests. The aircraft had been refueled with 1600 gallons of gasoline, and the total load was within the certificated gross weight and was properly distributed. According to accepted practice, both flights conducted their training cheeks in the "Bay area," with all maneuvers above 3,000 feet. Both aircraft were equipped with hoods, installed on the left side of each cockpit to prevent the pilots being checked from seeing outside. The cheek pilots in the right seats, also perform the duties of safety pilots, maintaining watch for other aircraft. There was also a third pilot on board Overseas who acted as an observer. Shortly before 1013, the approximate time of the accident, both aircraft approached the Oakland low frequency radio range station, which is 0.2 mile northeast from the approach end of Runway 15 of the Oakland Airport. Overseas was on a magnetic heading of approximately 124 degrees inbound on the NW leg of the range; and California was homing on the range on a heading of 75 degrees M 4 Both aircraft were at an altitude of 3,000 feet. Weather conditions were good in the San Francisco Bay area at the time. The U. S. Weather Bureau reported at 1016 (three minutes after the accident); ceiling 25,000 feet, thin broken clouds, visibility seven miles, wind south four mph at Oakland. The sun's bearing at 1015 was 153 degrees .JPG">, and its altitude above the horizon was 28 degrees and 27 minutes. During a short period prior to 1013, both aircraft were observed to converge without any apparent change in direction or altitude. Neither attempted to avoid collision but remained in straight and level flight, and collided approximately over the range station at an altitude of about 3,000 feet. California was at a slightly lower altitude than Overseas, and contact was made between the leading edge of the vertical stabilizer of California and the right side of the fuselage of Overseas just forward of the horizontal stabilizer. Shortly after the collision, Overseas crashed out of control on Doolittle Drive, the highway paralleling the north side of Oakland Airport. Its three pilots were killed at the time of impact with the ground. A number of persons driving on the highway close to the impact site received burns of varying degrees, and several automobiles were destroyed by fire. The top portions of the vertical stabilizer and rudder of California were torn off in the collision. The aircraft was still controllable at an air speed of 160 miles an hour. Immediately following the collision, Captain Shope had Captain Kinner remove the hood. As California was then south of the Oakland Airport at 2,500 feet, Captain Shops requested permission to land on Runway 9R, the longest runway, and to have emergency equipment stand by. However, since all fire equipment was then at the crash scene of Overseas, the flight was directed to the San Francisco Airport, 12 miles away, where an emergency landing was made at 1021.
United Airlines
Douglas DC-8
On December 16, 1960, at 1033 e.s.t., a collision between Trans World Airlines Model 1049A Constellation, N 6907C, and a United Air Lines DC-8, N 8013U, occurred near Miller Army Air Field, Staten Island, New York. Trans World Airlines Flight 266 originated at Dayton, Ohio. The destination was LaGuardia Airport, New York, with one en route stop at Columbus, Ohio United Air Lines Flight 826 was a non-stop service originating at O'Hare Airport, Chicago, Illinois, with its destination New York International Airport, New York. Both aircraft were operating under Instrument Flight Rules. Following the collision the Constellation fell on Miller Army Field, and the DC-8 continued in a northeasterly direction, crashing into Sterling place near Seventh Avenue in Brooklyn, New York. Both aircraft were totally destroyed. All 128 occupants of both aircraft and 6 persons on the ground in Brooklyn were fatally injured. There was considerable damage to property in the area of the ground impact of the DC-8. TWA Flight 266 departed Port Columbus Airport at 0900, operating routinely under Air Traffic Control into the New York area The New York Air Route Traffic Control Center (ARTCC) subsequently advised that radar contact had been established and cleared the flight to the Linden. Intersection, Control of the flight was subsequently transferred to LaGuardia Approach Control. When the flight was about over the Linden Intersection, LaGuardia Approach Control began vectoring TWA 266 by radar to the final approach course for a landing on runway 4 at LaGuardia. Shortly thereafter TWA 266 was cleared to descend to 5,000 feet, and was twice advised of traffic in the vicinity on a northeasterly heading. Following the transmission of this information the radar targets appeared to merge on the LaGuardia Approach Control radar scope, and communications with TWA 266 were lost.United Air Lines Flight 826 operated routinely between Chicago and the New York area, contacting the New York ARTCC at 1012 Shortly thereafter the New York Center cleared UAL 826 to proceed from the Allentown, Pa., very high frequency omni directional radio range station (VOR) direct to the Robbinsville, New Jersey, VOR, and thence to the Preston Intersection via Victor Airway 123. At approximately 1021, UAL 826 contacted Aeronautical Radio, Inc. (ARINC) to advise their company that the No. 2 receiver accessory unit was inoperative, which would indicate that one of the aircraft's two VHF radio navigational receivers was not functioning. A "fix" is established by the intersection of two radials from two separate radio range stations. With one unit inoperative the cross-bearings necessary can be taken by tuning the remaining receiver from one station to the other. This process consumes considerable time, however, and is not as accurate as the simultaneous display of information on two separate position deviation indicators While UAL 826 advised the company that one unit was inoperative, Air Traffic Control was not advised. At 1025 the New York ARTCC issued a clearance for a new routing which shortened the distance to Preston by approximately 11 miles. As a result, this reduced the amount of time available to the crew to retune the single radio receiver to either the Colt' s Neck, New Jersey, or Solberg, New Jersey, VOR in order to establish the cross-bearing with Victor 123, which would identify the Preston Intersection. In the event the crew would not attempt to retune the single VOR receiver, crossbearings on the Scotland Low Frequency Radiobeacon could be taken with the aircraft direction finding (ADF) equipment. This would be a means of identifying the Preston Intersection but, under the circumstances, would require rapid mental calculation in the interpretation of a display which could be easily misread. Several factors support the conclusion that this occurred. Instructions had been issued to UAL 826 for holding at the Preston Intersection the clearance limit, should holding be necessary. Clearance beyond Preston for an approach to Idlewild Airport would be received from Idlewild Approach Control and the transfer of control of the flight from the New York Center to Idlewild Approach Control would normally take place as the aircraft was approaching Preston. UAL 826 was not receiving radar vectors, but was providing its own navigation. After the flight reported passing through 6,000 feet the New York Center advised that radar service was terminated and instructed the flight to contact Idlewild Approach Control. UAL 826 then called Idlewild Approach Control, stating "United 826 approaching Preston at 5,000." This was the last known transmission from UAL 826. At the time UAL 826 advised it was approaching Preston it had in fact gone on by this clearance limit several seconds before and was several miles past the point at which it should have turned into the holding pattern. This is confirmed by the data obtained from the flight recorder which had been installed in the UAL DC-8, as well as by analysis of the communication tapes At a point approximately 11 miles past the Preston Intersection a collision occurred between TWA 266 and UAL 826. Weather at the altitude of the collision and at the time of the accident was such as to preclude flight by visual means.