The plane collision at Haneda Airport on January 2 was a shocking experience.
At around 5:55 p.m. on the same day, Japan Airlines Flight 516, which was bound for Haneda Airport from Hokkaido, collided with a Coast Guard plane that was about to take off on the runway as it landed.
After the two planes collided, a fire quickly ignited.
The front fuselage of the airliner rubbed against the ground and taxied with fire.
Because the fire was so fast, it was not basically extinguished until the early morning of the 3rd.
The fuselage of the airliner burned out almost completely, and only the wings and engines remained.
Fortunately, all 379 people (367 passengers, 12 crew members) on board managed to escape, and 14 of them were injured, but none of them were life-threatening.
But the Coast Guard's planes were almost burned to ashes.
Of the six crew members on board, five were killed, and only the captain managed to escape, but was seriously injured.
The Coast Guard plane was originally scheduled to fly to the Ishikawa earthquake-stricken area to deliver relief supplies...
After the accident, Haneda Airport closed all runways for a time.
As of 16:00 local time on the 7th, a total of 1,450 flights were canceled at Haneda Airport due to the accident, and more than 100,000 people were affected.
As for the accident runway, it is expected that it will take about 1 month to fully repair it.
Japan Airlines said that the accident caused damage to the airliner and is expected to cause about 15 billion yen (about 750 million RMB) in operating losses.
There are also various passenger injuries, social impacts, and so on.
Subsequently, Japan's Ministry of Land, Infrastructure, Transport and Tourism sent a Transportation Safety Committee to investigate the cause of the accident.
Five lives, hundreds of millions of losses,
At the end of the day, no one can afford it.
As a result, JAL, the Coast Guard, and the airport began various "wars".
First of all, JAL stepped forward first.
On the night of January 2, after the accident, Japan Airlines immediately held a press conference, affirming that the captain of its A350 had received instructions from the tower and repeated the instructions to land normally.
It is also emphasized that there were no abnormalities in the aircraft before and during the flight from Hokkaido Airport.
Later, the airport also indicated that the tower had indeed issued a "runway" permit to JAL passenger planes before the accident.
But instead of allowing the Coast Guard aircraft to enter the runway, they were allowed to "taxi in front of the runway"...
So, is it the Coast Guard aircraft that doesn't listen to orders?
Of course, the Coast Guard is not doing it.
The only survivor of the Coast Guard's plane, Captain Genki Miyamoto, woke up from a coma from a serious injury, insisting that there was no mistake and that he had been given permission to take off from the tower at the time.
Although the Coast Guard did not say it explicitly, it repeatedly emphasized that its captain and co-pilot are all veterans of flights, and they are not only experienced, but also familiar with Haneda Airport...
And they think that even if the captain makes a mistake alone, the co-pilot will also make a mistake, which is completely unreasonable.
thereupon
Airport: I didn't give the take-off order.
Japan Coast Guard: I just heard the take-off order.
Each has its own reason.
Of course, you have to rely on the evidence to speak.
On January 3, the Transportation Safety Board announced that it had recovered the flight data recorder and cockpit call recorder of the Coast Guard aircraft, although the two flight recorders of JAL Flight 516 are still being searched.
On January 4, the Ministry of Land, Infrastructure, Transport and Tourism released the complete communication records of the three parties before the accident.
Records show that air traffic controllers instructed the Japan Airlines passenger plane to "continue to enter runway C" at 17:43 on the 2nd, and issued the command of "landing without obstacles" at 17:45.
At the same time, the command was given to the coast guard aircraft to "taxi to the runway stop position" along the C5 (taxiway), and the captain of the Maritime Protection Agency also repeated the above instructions.
Until the accident occurred at 17:47, there was no record of the air traffic control personnel giving permission to the Haibao aircraft to enter the runway.
The phrase allowed to enter the runway is "LINE UP AND WAIT", but there is no corresponding content on the communication record.
Relevant people believe that it should be the captain of the sea protection who mistook the term "NO.1" for the air traffic control to express the take-off sequence as allowing takeoff.
东京塔台：JA722A Tokyo TOWER good evening, No.1, taxi to holding point C5.
Tokyo Tower, good evening, first, glide to C5 waiting point.
海上保卫厅飞机：Taxi to holding point C5 JA722A No.1, Thank you.
Glide to waiting point C5, JA722A is the first, thank you.
It is equivalent to that the referee only said "everyone is in place", but you rushed straight out of the starting line...
It is clear that the aircraft of the Coast Guard made a serious mistake.
This bureau, the Maritime Protection Agency, pawn.
However, soon, the Coast Guard also asked, "Is there no mistake at the airport?"
There really is!
It is understood that in the monitoring screen of the airport tower, there is a "runway occupation monitoring support function".
If an aircraft crosses the stop line and enters the runway without permission, the runway on the monitor will turn from white to yellow, and the aircraft will be displayed in red to indicate an anomaly.
The Coast Guard's aircraft stayed on the runway for 40 seconds, and this function was normal at that time, which meant that there was a note mark on the control screen of the tower.
However, the air traffic control personnel did not notice, which was also a big dereliction of duty.
was counter-"generalized" by the Maritime Protection Agency,
The Transport Safety Commission also questioned:
Is the captain of the Maritime Guard Agency overtired, which led to a mistake in judgment?
According to relevant sources, the day before the accident (January 1), Captain Genki Miyamoto piloted another aircraft from the Coast Guard to Okinotori Reef, 1,700 kilometers away.
It wasn't until around 5 p.m. on the same day, shortly after the Noto Peninsula earthquake, that I returned to Haneda Airport to prepare for the next day's delivery of relief supplies, which took more than seven hours that day.
To this end, the Transportation Safety Committee said that it is necessary to confirm the health status of the captain.
The reason why the captain went to Okinotori Reef is said to be to "monitor" Chinese official vessels, saying that there were Chinese official vessels operating in the area at that time.
This Okinotori Reef is made up of coral reefs that can only be seen at low tide, and is less than 10 square meters in size.
To put it bluntly, it's a big rock.
Since 1988, Japan has reinforced it with reinforced concrete, insisting that this is its southernmost piece of land, and wants to set aside an additional 700,000 square kilometers of sea area under its jurisdiction.
However, China, South Korea, and other countries all believe that this Okinoto is a reef and not an island, and cannot have an exclusive economic zone and continental shelf.
Japan had also submitted an application to the United Nations Commission on the Continental Shelf, but of course, the proposal was not adopted.
Therefore, this is a high-seas area, and Chinese research ships are in this vicinity, which is fully in line with international regulations.
Hehe, what, this pot still wants to be dumped on China?
On January 6, the Coast Guard publicly and unequivocally denied that the captain was not overworked and had no physical or mental health problems.
So this game, there is still no result.
Quarrel for a long time, no one wants to bow anyway, it's really dazzling to show people.
I can only say, it's!
After the incident, Japan's Ministry of Land, Infrastructure, Transport and Tourism also made a series of rectifications.
For example, the air traffic control is prohibited from using the word "NO.1", and the tower is prohibited from informing the aircraft of the take-off and take-off preparation sequence, so as to avoid the recurrence of misinterpretation of the command.
Specially arranged personnel to carry out the "runway occupancy monitoring support function".
It is also being prepared to change the stop line before entering the runway to a wider distance, as well as a more prominent color.
By the way, not only did the plane collide on January 2, but two days later (January 4), a ground service vehicle hit the Maritime Protection Agency plane at the same Haneda Airport.
As a result, cracks appeared at the top of the wing of the aircraft, and it was temporarily unable to fly, and there was no one on the plane at the time of the incident.