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67-878: Tectonically, the Izu peninsula results from the Philippine Sea Plate colliding with the Okhotsk Plate at the Nankai Trough . The Philippine Sea Plate, the Amurian Plate , and the Okhotsk Plate meet at Mount Fuji , a triple junction . The peninsula itself lies on the Philippine Sea Plate. The southern portion of the peninsula is composed largely of breccia , and the central and northern portions consist of numerous highly eroded volcanoes . The Amagi Mountain Range dominates

134-494: A seismometer located in the Shin-Etsu Earthquake Observatory at Tokyo University from 6:56:27   p.m. as a small shock, to 6:56:32   p.m. as a larger shock, believed to have been caused by the final crash. The shockwaves took an estimated 2.0–2.3 seconds to reach the seismometer, making the estimated time of the final crash 6:56:30   p.m. Thus, 32 minutes had elapsed from the bulkhead failure to

201-462: A doubler plate was not installed based upon Boeing standards. In 2009, stairs with a handrail were installed to facilitate visitors' access to the crash site. On August 12, 2010, for the 25th anniversary of the accident, Japan Land, Infrastructure, Transport, and Tourism Minister Seiji Maehara visited the site to remember the victims. Families of the victims, together with local volunteer groups, hold an annual memorial gathering every August 12 near

268-459: A dramatic downturn in the wake of the disaster, with passenger numbers on domestic routes dropping by one-third. Rumors persisted that Boeing had admitted fault to cover up shortcomings in the airline's inspection procedures, thereby protecting the reputation of a major customer. In the months after the crash, domestic air traffic decreased by as much as 25%. In 1986, for the first time in a decade, fewer passengers boarded JAL's overseas flights during

335-428: A high-density seating configuration, was carrying 524 people. The crash killed all 15 crew members and 505 of the 509 passengers on board, leaving four survivors. An estimated 20 to 50 passengers survived the initial crash but died from their injuries while awaiting rescue. The crash is the deadliest single-aircraft accident in aviation history. Japan's Aircraft Accident Investigation Commission (AAIC), assisted by

402-474: A pilot." Shortly after 6:40   p.m., they lowered the landing gear using the emergency extension system in an attempt to dampen the phugoid cycles and Dutch rolls further. This was somewhat successful, as the phugoid cycles were dampened almost completely, and the Dutch roll was damped significantly, but lowering the gear also decreased the directional control the pilots were getting by applying power to one side of

469-592: A result of its underlying geology, the peninsula is prone to frequent earthquake swarms and tsunamis , and it abounds in hot springs . All of Izu Peninsula is within Shizuoka Prefecture . It is administratively divided into eight cities and five towns: A popular resort region for tourists from the Kantō region , the Izu peninsula is primarily known for onsen hot spring resorts in Atami , Shuzenji , and Itō. The area

536-479: A return to Haneda Airport, descending and following emergency landing vectors to Oshima . Tokyo Control approved a right-hand turn to a heading of 090° east back toward Oshima, and the aircraft entered an initial right-hand bank of 40°, several degrees greater than observed previously. Captain Takahama ordered First Officer Sasaki to reduce the bank angle ,   and expressed confusion when the aircraft did not respond to

603-451: A thrust imbalance created from having the power setting on Engine 1 (the left-most engine) higher than the other three engines. The aircraft also began descending from 22,400 feet (6,800 m) to 17,000 feet (5,200 m), as the pilots had reduced engine thrust to near idle from 6:43 to 6:48   p.m. Upon descending to 13,500 feet (4,100 m) at 6:45:46   p.m., the pilots again reported an uncontrollable aircraft. At this time,

670-957: Is 103.3 km (64.2 mi) from the Yōga Interchange (用賀インター Yōga Intā ) on the Tokyo end of the Tōmei Expressway to Numazu. To get to the eastern side, a branch at Atsugi leads to the Odawara-Atsugi Road , which continues past Odawara to Yugawara, Atami , and Shimoda. Izu Peninsula is also served by Japan National Route 135 , Japan National Route 136 , and Japan National Route 414 . Izu also offers two scenic roads, called " Izu Skyline " (伊豆スカイライン) and " Western Izu Skyline " (西伊豆スカイライン) that offer beautiful views on nature and Mt. Fuji. Both skyline roads are favorite spots of car and motorcycle enthusiasts. The Odakyu Electric Railway runs local bus services from Odawara and Hakone , and there

737-400: Is also popular for sea bathing, surfing, golfing and motorcycle touring. The peninsula abuts Mount Fuji and is a part of Fuji-Hakone-Izu National Park . The southwest coast of Izu, from the municipalities of Matsuzaki, Nishiizu and Minamiizu was designated a National Place of Scenic Beauty in 1937. Aside from tourism, agriculture and fishing are the mainstays of the local economy. Izu

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804-508: Is an extensive but infrequent internal bus network. On August 12, 1985, Flight JAL 123 , while crossing peninsular airspace, experienced an explosion in the aft pressure bulkhead, resulting in an accident that killed 520 people, becoming one of the deadliest air disasters in human history. Philippine Sea Plate The Philippine Sea plate or the Philippine plate is a tectonic plate comprising oceanic lithosphere that lies beneath

871-718: Is inaccurate in this respect.) To the northwest, the Philippine Sea plate meets Taiwan and the Nansei islands on the Okinawa plate , and southern Japan on the Amurian plate . It also meets the Yangtze plate due northwest. 26°N 132°E  /  26°N 132°E  / 26; 132 This tectonics article is a stub . You can help Misplaced Pages by expanding it . Japan Airlines Flight 123 Japan Air Lines Flight 123

938-533: Is one of the biggest producers of wasabi in Japan, and the local cuisine offers dishes flavored with wasabi . Nevertheless, these industries are not lucrative enough to prevent a heavy loss of population to Greater Tokyo and Shizuoka, particularly among the young. The northern parts of Izu peninsula is easily accessible from Tokyo and points west via the Tōkaidō Shinkansen , which has stations in both Atami in

1005-442: Is speculated that this impact separated the remainder of the weakened tail from the airframe, along with the outer third of the right wing, and the remaining three engines, which were "dispersed 500–700 metres (1,600–2,300 ft) ahead". After this impact, the aircraft flipped on its back, struck another ridge 570 metres (1,870 ft) northwest from the second ridge, near Mount Takamagahara, and exploded. The impact registered on

1072-763: The Amurian plate , and the Okhotsk plate meet near Mount Fuji in Japan. The thickened crust of the Izu–Bonin–Mariana arc colliding with Japan constitutes the Izu Collision Zone. The east of the plate includes the Izu – Ogasawara (Bonin) and the Mariana Islands , forming the Izu–Bonin–Mariana Arc system. There is also a divergent boundary between the Philippine Sea plate and the small Mariana plate which carries

1139-640: The Philippine Sea , to the east of the Philippines. Most segments of the Philippines, including northern Luzon , are part of the Philippine Mobile Belt , which is geologically and tectonically separate from the Philippine Sea plate. The plate is bordered mostly by convergent boundaries : To the north, the Philippine Sea plate meets the Okhotsk microplate at the Nankai Trough . The Philippine Sea plate,

1206-540: The SELCAL (selective-calling) system. Having just been informed about the inoperative oxygen masks, the flight engineer voiced the (erroneous) assumption that the R-5 door was broken and informed the company that they were making an emergency descent. Japan Air Tokyo asked if they intended to return to Haneda, to which the flight engineer responded that they were making an emergency descent, and to continue to monitor them. Eventually,

1273-426: The control wheel being turned left. The flight engineer reported that hydraulic pressure was dropping. The captain repeated the order to reduce the bank angle, as the autopilot had disengaged. He ordered the first officer to bank it back, then ordered him to pull up. None of these attempted maneuvers produced a response. The pilots realised the aircraft had become virtually uncontrollable, and Captain Takahama ordered

1340-457: The stick shaker sounded. The aircraft's airspeed increased as it was brought into an unsteady climb. Possibly in order to prevent another stall, at 6:51   p.m., the captain lowered the flaps to 5 units—due to the lack of hydraulics, using an alternate electrical system—in an additional attempt to exert control over the stricken jet. It took 3 minutes and 10 seconds for the trailing edge flaps to reach 5 units. The leading edge flaps except for

1407-496: The CVR desperately requesting for the flaps to be retracted and for more power to be applied in a last-ditch effort to raise the nose. The aircraft continued an unrecoverable right-hand descent toward the mountains as the bank angle recovered to about 70° and engines were pushed to full power, during which the ground proximity warning system sounded. In the final moments, as the airspeed exceeded 340 knots (630 km/h; 390 mph),

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1474-457: The CVR recording. The backward shock of the impact, measuring 0.14 g, in addition to causing the loss of the thrust of the 4th engine, caused the aircraft to roll sharply to the right and the nose to drop again. The aircraft continued on this trajectory for 3 seconds until the right wing clipped another ridge containing a "U-shaped ditch" 520 metres (1,710 ft) west-northwest of the previous ridge at an elevation of 1,610 metres (5,280 ft). It

1541-586: The Japanese government. A JSDF helicopter later spotted the wreck after nightfall. Poor visibility and the difficult mountainous terrain prevented it from landing at the site. The pilot reported from the air no signs of survivors. Based on this report, JSDF personnel on the ground did not set out to the site on the night of the crash. Instead, they were dispatched to spend the night at a makeshift village erecting tents, constructing helicopter landing ramps, and engaging in other preparations, 63 kilometres (39 miles) from

1608-752: The Mariana Islands. To the east, the Pacific plate subducts beneath the Philippine Sea plate at the Izu–Ogasawara Trench . To the south, the Philippine Sea plate is bounded by the Caroline plate and Bird's Head plate . To the west, the Philippine Sea plate subducts under the Philippine Mobile Belt at the Philippine Trench and the East Luzon Trench . (The adjacent rendition of Prof. Peter Bird's map

1675-492: The New Year period than the previous year. Some of them considered switching to All Nippon Airways , JAL's main competitor, as a safer alternative. JAL paid ¥ 780 million (US$ 7.6 million) to the victims' relatives in the form of "condolence money" without admitting liability. JAL president Yasumoto Takagi resigned. In the aftermath of the incident, Hiroo Tominaga, a JAL maintenance manager, died from suicide intended to atone for

1742-480: The U.S. National Transportation Safety Board , concluded that the structural failure was caused by a faulty repair by Boeing technicians following a tailstrike seven years earlier. When the faulty repair eventually failed, it resulted in a rapid decompression that ripped off a large portion of the tail and caused the loss of all hydraulic systems, disabling the flight controls . The Boeing 747SR-46 with registration JA8119 (serial number 20783, line number 230),

1809-595: The U.S. military had monitored the distress calls and prepared a search-and-rescue operation that was aborted at the call of Japanese authorities. A U.S. Air Force C-130 crew was the first to spot the crash site 20 minutes after impact, while it was still daylight, and radioed the location to the Japanese and Yokota Air Base, where an Iroquois helicopter was dispatched. An article in the Pacific Stars and Stripes from 1985 stated that personnel at Yokota were on standby to help with rescue operations, but were never called by

1876-501: The United Kingdom. Some ostensible foreigners had dual nationality, and some of them were residents of Japan. The four survivors, all female, were seated on the left side and toward the middle of seat rows 54–60, in the rear of the aircraft. They were Yumi Ochiai, an off-duty flight attendant ; Hiroko and Mikiko Yoshizaki, a mother and her 8-year-old daughter; and Keiko Kawakami, a 12-year-old girl who lost her parents and sister in

1943-449: The aircraft and passenger effects (including handwritten farewell notes). It is open to the public by appointment made between one day and two months before the visit. The captain's daughter, Yoko Takahama, who was a high-school student at the time of the crash, went on to become a JAL flight attendant. On June 24, 2022, an oxygen mask belonging to Flight 123 was found near the crash site during road repair work. The discovery came nearly

2010-409: The aircraft began to turn slowly to the left, while continuing to descend. The thicker air allowed the pilots more oxygen, and their hypoxia appeared to have subsided somewhat, as they were communicating more frequently. The pilots also appeared to be understanding how grave their situation had become, with Captain Takahama exclaiming, "This may be hopeless" at 6:46:33   p.m. At 6:47   p.m.,

2077-407: The aircraft continued west, it descended below 7,000 feet (2,100 m) and was getting dangerously close to the mountains. Because of the thicker air at lower altitude, the cabin altitude alert momentarily turned off at this time, before resuming for the rest of the flight. The captain briefly ordered maximum engine power to attempt to get the aircraft to climb to avoid the mountains, and engine power

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2144-547: The aircraft entered phugoid oscillations lasting about 90 seconds, in which airspeed decreased as it climbed and increased as it fell. The rise in airspeed increased the lift over the wings, resulting in the aircraft climbing and slowing down, then descending and gaining speed again. Almost immediately after the separation of the stabiliser and rudder removed the only means of damping yaw , the aircraft began to exhibit Dutch roll , simultaneously yawing right and banking left, before yawing back left and banking right. At some points

2211-412: The aircraft had become uncontrollable. (Tokyo: "Japan Air 124 [sic] fly heading 090 radar vector to Oshima." JAL123: "But now uncontrol." Tokyo: "Uncontrol, roger understood.")   The aircraft traversed Suruga Bay and passed over Yaizu, Shizuoka ,  at 6:31:02   p.m. Tokyo Control asked if they could descend, and Captain Takahama replied that they were now descending, stating that their altitude

2278-410: The aircraft had started banking abnormally toward the right; this might have been most likely due to an imbalance in the lift generated by the left and right flaps. Power was increased at the same time. While the flaps continued to extend, a differential thrust setting caused engine power on the left side to be slightly higher than on the right side, adding to the roll to the right. One minute later,

2345-474: The aircraft underwent rapid decompression ,   bringing down the ceiling around the rear lavatories , damaging the unpressurised fuselage aft of the plane, unseating the vertical stabilizer , and severing all four hydraulic lines . A photograph taken from the ground shows the vertical stabilizer missing. The pilots set their transponder to broadcast a distress signal . Captain Takahama contacted Tokyo Area Control Center to declare an emergency, and request

2412-409: The aircraft, and the aircrew's ability to control the aircraft deteriorated. Shortly after lowering the gear, the flight engineer asked if the speed brakes should be used, but the pilots did not acknowledge the request. The aircraft then began a right-hand descending 420° turn from a heading of 040° at 6:40   p.m. to a heading of 100° at 6:45   p.m., flying in a loop over Otsuki , due to

2479-400: The aircraft, causing a severe tail strike on the second touchdown. Of the 394 people on board, 25 sustained injuries, 23 minor and 2 serious. The tailstrike cracked open the aft pressure bulkhead . The damage was repaired by Boeing technicians, and the aircraft was returned to service. The aircraft had flown for 8,830 hours at the time. At the time of the accident, the aircraft was on

2546-577: The banking motion became very profound, with large arcs of around 50° in cycles of 12 seconds. Despite the complete loss of control, the pilots continued to turn the control wheel, pull on the control column, and move the rudder pedals up until the moment of the crash. The pilots also began efforts to establish control using differential engine thrust , as the aircraft slowly wandered back toward Haneda. Their efforts had limited success. The unpressurised aircraft rose and fell in an altitude range of 20,000–25,000 feet (6,100–7,600 m) for 18 minutes, from

2613-452: The captain reported an uncontrollable aircraft for the third time. Shortly afterward, the controller asked the crew to switch the radio frequency to 119.7 for Tokyo Approach. Although the pilots did not acknowledge the request over the radio, they switched frequencies as instructed. Tokyo Approach then contacted the flight via the SELCAL system, briefly activating the corresponding alarm again until

2680-479: The center of the peninsula with Mount Amagi (1,406 metres (4,613 ft)) and Mount Atami (773 metres (2,536 ft)) in the east and Mount Daruma (982 metres (3,222 ft)) in the west, with the eastern and western portions of the range extending underwater into Sagami Bay and Suruga Bay . The peninsula's major river, the Kano River in the north, flows through a graben valley created by plate tectonics. As

2747-527: The copilot to descend. Heading over the Izu Peninsula at 6:26   p.m., the aircraft turned away from the Pacific Ocean and back toward the shore,   but only turned right far enough to fly a north-westerly course. Seeing that the aircraft was still flying west away from Haneda, Tokyo Control contacted the aircraft again. After confirming that the pilots were declaring an emergency, the controller asked

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2814-532: The crash site in Gunma Prefecture. The crash led to the 2006 opening of the Safety Promotion Center , which is located on the grounds of Haneda Airport . This center was created for training purposes to alert employees to the importance of airline safety and their responsibility to ensure safety. The center has displays regarding aviation safety , the history of the crash, and selected pieces of

2881-403: The crash site. Rescue teams set out for the site the following morning. Medical staff later found bodies with injuries suggesting that people had survived the crash only to die from shock, exposure overnight in the mountains, or injuries that, if tended to earlier, would not have been fatal. One doctor said, "If the discovery had come 10 hours earlier, we could have found more survivors." One of

2948-590: The crash. The aircraft crashed at an elevation of 1,565 metres (5,135 ft) in Sector 76, State Forest, 3577 Aza Hontani, Ouaza Narahara, Ueno Village , Tano District , Gunma Prefecture . The east-west ridge is about 2.5 kilometres (8,200 ft) north-northwest of Mount Mikuni. Ed Magnuson of Time magazine said that the area where the aircraft crashed was referred to as the " Tibet " of Gunma Prefecture. A United States Air Force navigator stationed at Yokota Air Base published an account in 1995, stating that

3015-523: The crash. Among the victims were Japanese singer and actor Kyu Sakamoto , and banker Akihisa Yukawa, the father of violinist and composer Diana Yukawa . The flight connected two of the largest cities of Japan, and a number of other celebrities initially booked the flight but ultimately had either switched to another flight or used the Tokaido Shinkansen instead. These include Sanma Akashiya , Masataka Itsumi and his family, Johnny Kitagawa , and

3082-556: The fifth of its six planned flights of the day. The flight had 15 crew members, consisting of 3 cockpit crew and 12 cabin crew. The cockpit crew consisted of: The flight was during the Obon holiday period when many Japanese people make trips to their hometowns or to resorts. Twenty-two non-Japanese were on board the flight, including four residents of Hong Kong, two each from Italy and the United States, and one each from West Germany and

3149-400: The flaps were extended to about 25 units, the bank angle exceeded 60°, and the nose began to drop. Captain Takahama immediately ordered the flaps to be retracted and power was added abruptly, but still with higher power settings on the left engines than on the right. The asymmetric thrust settings continued to increase as the bank angle continued and exceeded 80°. The captain was heard on

3216-508: The flight engineer responded. At this point, the flight crew requested to be given their position, which, at 6:54   p.m., was reported to the flight as 45 nmi (83 km) northwest of Haneda, and 25 nmi (46 km) west of Kumagaya . At 6:55   p.m., the captain requested flap extension, and the co-pilot called out a flap extension to 10 units, but the flaps had already extended past 5 units at 6:54:30   p.m. and had reached 20 units 1 minute and 2 seconds later. Meanwhile,

3283-414: The four survivors, off-duty Japan Air Lines flight purser Yumi Ochiai ( 落合 由美 , Ochiai Yumi ) recounted from her hospital bed that she recalled bright lights and the sound of helicopter rotors shortly after she awoke amid the wreckage, and while she could hear screaming and moaning from other survivors, these sounds gradually died away during the night. The official cause of the crash according to

3350-465: The incident , as did Susumu Tajima, an engineer who had inspected and cleared the aircraft as flightworthy, whose suicide note cited "work problems". In the end, JAL, Boeing, and the Japanese government paid substantial compensation to the victims' families. In compliance with standard procedures, JAL retired flight number 123 for their Haneda-Itami routes, changing it to Flight 121 and Flight 127 on September 1, 1985. While Boeing 747s were still used on

3417-648: The last 747-400 was returned to the lessor as part of the airline's efforts to cut costs, with twin-engined widebodies such as the Boeing 767 , Boeing 787 Dreamliner , and Airbus A350 operating these routes today. This would not be the only time that a 747 crashed due to faulty repair work following a tailstrike. In May 2002, 17 years after Flight 123's crash and 22 years after the accident aircraft's repair, China Airlines Flight 611 from Taipei to Hong Kong with 225 people on board crashed with no survivors when it broke up while cruising at around 35,000 feet. Like Flight 123,

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3484-404: The left and right outer groups were also extended and the extension was completed at 6:52:39   p.m. From 6:49:03 to 6:52:11   p.m., Japan Air Tokyo attempted to call the aircraft again via the SELCAL radio system. During the entire period, the SELCAL alarm continued to ring, to which the pilots did not react. The aircraft reached 13,000 feet (4,000 m) at 6:53   p.m., when

3551-428: The moment of decompression until around 6:40   p.m., with the pilots seemingly unable to figure out how to descend without flight controls. This was possibly due to the effects of hypoxia at such altitudes, as the pilots seemed to have difficulty comprehending their situation as the aircraft pitched and rolled uncontrollably. The pilots possibly were focused, instead, on the cause of the explosion they had heard, and

3618-418: The nature of the emergency. At this point, hypoxia appeared to have begun setting in, as the pilots did not respond. Also, the captain and co-pilot asked the flight engineer repeatedly if hydraulic pressure had been lost, seemingly unable to comprehend it.   Tokyo Control contacted the aircraft again and repeated the direction to descend and turn to a 90° heading to Oshima. Only then did the captain report that

3685-534: The northeast and Mishima in the northwest. JR Itō Line and the Izu Kyūkō Line provides service along the east coast of the peninsula to Shimoda, however given the lack of population, these services are less regular. Central Izu is served by the Sunzu Line as far as Shuzenji. The west coast of the peninsula is less developed, and has no train service. Izu Peninsula is served by numerous expressways. By car, it

3752-402: The pilots recognised that they were beginning to turn toward the mountains. Despite efforts by the crew to get the aircraft to continue to turn right, it instead turned left, flying directly toward the mountainous terrain on a westerly heading. Around 6:50   p.m., a photographer on the ground captured a photograph of the aircraft, which showed that the vertical stabiliser was missing. As

3819-401: The pilots regained limited control of the aircraft by adjusting engine thrust. In doing so, they dampened the phugoid cycle and somewhat stabilised their altitude. However, given jet engines' inertia and the resulting response time (to changes in throttle), "[s]uppressing of Dutch roll mode by use of the differential thrust between the right and left engines is estimated practically impossible for

3886-424: The pitch attitude leveled out and the aircraft ceased descending, with the aircraft and passengers/crew being subjected to 3 g of upward vertical acceleration. The aircraft was still in a 40° right-hand bank when the right-most (#4) engine struck the trees on top of a ridge located 1.4 kilometres (0.87 mi) north-northwest of Mount Mikuni at an elevation of 1,530 metres (5,020 ft), which can be heard on

3953-626: The report published by Japan's Aircraft Accident Investigation Commission is: In an unrelated incident on 19 August 1982, while under the control of the first officer, JA8119 suffered a runway strike of the No. 4 engine on landing at Chitose Air Base in poor visibility. This was repaired successfully and the aircraft again returned to service. This incident did not contribute to the Flight 123 accident. The Japanese public's confidence in Japan Air Lines took

4020-443: The same route operating with the new flight numbers in the years following the crash, they were replaced by the Boeing 767 or Boeing 777 in the mid-1990s. Boeing 747-100SRs continued to serve JAL on domestic routes until their retirement in 2006, having been replaced by newer widebody aircraft, such as the Boeing 747-400D and Boeing 777 , introduced during the 1990s and early 2000s. Boeing 747 operations at JAL ended in 2011 when

4087-413: The subsequent difficulty in controlling the jet. The flight engineer did say they should put on their oxygen masks when word reached the cockpit that the rear-most passenger masks had stopped working. None of the pilots put on their oxygen masks, however, though the captain simply replied "yes" to both suggestions by the flight engineer to do so. The accident report indicates that the captain's disregard of

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4154-421: The suggestion is one of several features "regarded as hypoxia-related in [the] CVR record[ing]." Their voices can be heard relatively clearly on the cockpit area microphone for the entire duration, until the crash, indicating that they did not put on their oxygen masks at any point in the flight. At 6:35   p.m. the flight engineer responded to multiple (hitherto unanswered) calls from Japan Air Tokyo via

4221-640: The then cast of Shōten . Some members of the Shonentai were also scheduled to travel with Kitagawa but had stayed in Tokyo. The aircraft landed as JL366 at Haneda Airport in Ōta , Tokyo, Japan, from Fukuoka Airport at 5:12   p.m. After almost an hour on the ground, Flight 123 pushed back from gate 18 at 6:04   p.m. and took off from Runway 15L at 6:12   p.m., 12 minutes behind schedule. Twelve minutes after takeoff, at 6:24   p.m., at near cruising altitude over Sagami Bay 3.5 miles (3.0 nmi; 5.6 km) east of Higashiizu, Shizuoka ,

4288-441: Was 24,000 feet (7,300 m). Captain Takahama declined Tokyo Control's suggestion to divert to Nagoya Airport 72 nautical miles (83 mi; 133 km) away, instead preferring to land at Haneda,  which had the facilities to handle the 747. The flight data recorder shows that the flight did not descend, but was rising and falling uncontrollably.   With the total loss of hydraulic control and non-functional control surfaces ,

4355-400: Was a scheduled domestic passenger flight from Tokyo to Osaka , Japan. On August 12, 1985, the Boeing 747 flying the route suffered a severe structural failure and decompression 12 minutes into the flight. After flying under minimal control for a further 32 minutes, it crashed in the area of Mount Takamagahara , 100 kilometres (62 mi; 54 nmi) from Tokyo. The aircraft, featuring

4422-547: Was added abruptly at 6:48   p.m., before being reduced back to near idle; then at 6:49   p.m., it was ordered raised again. This greatly excited the phugoid motion, and the aircraft pitched up, before pitching back down after power was reduced. When power was added again, the aircraft rapidly pitched up to 40°, and the airspeed dropped down to 108 knots (200 km/h; 124 mph) at 6:49:30   p.m., briefly stalling at 9,000 feet (2,700 m). The captain immediately ordered maximum power at 6:49:40   p.m. as

4489-500: Was built and delivered to Japan Air Lines in 1974 (prior to their name change to "Japan Airlines"). It had accumulated slightly more than 25,000 flight hours and 18,800 cycles (one cycle consisting of takeoff, cabin pressurization, depressurization, and landing). On June 2, 1978, while operating Japan Air Lines Flight 115 along the same route, JA8119 bounced heavily on landing while carrying out an instrument approach to runway 32L at Itami Airport . The pilot then excessively flared

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