Real-life Aviation Accidents/Incidents

Hi, so i normally post Aviation Accident/Incident stories on Captain Adam's Plane Crashes/Stories thread and i realized that posting real-life aviation accidents/incidents on his thread would be off-topic and inappropriate. So, i decided to make this thread!

Feel free to post some accidents!


Here's my format:


(Picture)

Operator (Airline,Charter Line, Military, Private, ETC)
Date (What day did the accident occurred)
Summary (What was the cause of the accident)
Site (Where did the accident/incident take place)
Aircraft:
Registration:
Occupants (How many were onboard):
Crew:
Passengers:
Fatalities (How many people died)
Survivors (How many people survived)
Injuries (Non Fatal):
Nature (What type of flight it was)
Phase (When was the flight doing prior to the accident)
Origin Airport (Where the flight took off at)
Stopover Airport (Only post if flight had one or multiple stopovers)
Destination Airport: (Where the flight was headed)
Flight Number: (Say N/A if it's Military or Private)
Damage: (What condition was the aircraft in)

or if the incident involves multiple aircraft or ground fatalities:

Accident:
Date:
Summary:
Site:
Fatalities:
Survivors:
Injuries (Non Fatal):

and post the same format as above below this format

This is my ground format;

Ground Castulties:
Fatalities
Injuries (Non Fatal):

Feel free to add a nationality list of the victims along with the flags (would recommend older flags depending on the time of accident)


If you can find one, please include a image of the aircraft involved in the Accident/Incident or find an image o a identical aircraft. Please also include aftermath pictures of the accident

Feel free to add videos of ATC/CVR Tapes (Please include transcipt) and Videos of accidents, aftermath footage and news coverage of the accident/incident you are talking about

--- Post updated ---
Here's an example of mine from Captain Adam's thread:


El Al Flight 1862 (Bijlmer Disaster)



Accident:
Date: October 4th,1992
Summary: Engine Separation from Fatigue leading to Loss of Control
Site: Bijlmermeer, Amsterdam,Netherlands
Fatalities: 4 (All) 39 (Ground) Total: 43
Survivors:0
Injuries (Non Fatal): 26 (11 Serious,15 Minor)


Plane:



(4X-AXG, The Boeing 747-200F involved in 1991 at Amsterdam Airport Schiphol, the same airport the ill-fated flight took off at)


Operator: El Al (Cargo)
Aircraft: Boeing 747-200F
Registration: 4X-AXG
Occupants:4
Crew:3
Passengers:1 (Non-Revenue)
Fatalities: 4 (All)
Survivors:0
Injuries (Non Fatal):0
Nature: International Scheduled Cargo
Phase: En-Flight
Origin Airport: JFK International Airport,New York,United States
Stopover Airport: Amsterdam Airport Schiphol,Amsterdam,Netherlands
Destination Airport: Ben Gurion International Airport,Tel Aviv,Israel
Flight Number: 1862
Damage: Destroyed

Ground Casualties:
Fatalities:39
Injuries (Non Fatal): 26 (11 Serious,15 Minor)


Summary:

On October 4th,1992, El Al Flight 1862 is at Amsterdam Airport Schiphol in Amsterdam,Netherlands, it is at its first and only stopover. The Flight originated at JFK International Airport in New York,United States and after the stopover at Schiphol, the flight is planning on heading to its assigned destination of Ben Gurion International Airport in Tel Aviv,Israel. The Plane operating the flight is a 13 year old Boeing 747-200F registered as 4X-AXG, It has a serial number of 21737/362. At the time, 4X-AXG had a total 45,746 total Airframe hours and 10,107 Flight Cycles. On board are 3 Crew, The Captain was Yitzhak Fuchs, aged 59 with about 25,000 flight hours. Fuchs was a former Israel Air Force pilot and flew bomber aircraft in the 1950s. His Co-Pilot was First Officer Arnon Ohad, aged 32 and the Engineer was Second Officer Gedalya Sofer, aged 61. Also onboard is a El Al employee named Anat Soloman, aged 23. She was on the flight to head to Tel Aviv to marry Itzik Levi, another El Al employee. Flight 1862 takes of at 6:22 PM (CET), just 52 minutes behind schedule. at 6:29 PM (CET), 7 minutes after takeoff, Flight 1862 is flying over Lake Gooimeer, located about 13 miles (20.92 Kilometers) from Central Amsterdam and about 18 miles (28.98 Kilometers) from Amsterdam Airport Schiphol. When all of a sudden!







(A Screenshot from the Mayday/Air Crash Investigation episode covering Flight 1862 showing a computer animated reenactment of the exact moment the third engine broke apart from the wing and colliding into the forth engine)

The third Engine (the leftmost engine on the right wing) of the 747 breaks away from the wing and hits the fourth engine causing the 747 to bank to the right and damage the no. 3 and 4 hydraulic lines and the flaps. Captain Fuchs uses the ruder to attempt to have the 747 level and it works. The Pilots declare emergency and head back to the airport. A Fire Alarms sounds believing the third engine is on fire, the pilots use the engine's fire extinguisher but to no effect. The Pilots request to land at Runway 27, the longest runway at Amsterdam Airport Schiphol. The 747 gets more faster the more closer it is the airport. They won't be able to slow the plane down in time. So, the pilots decide to circle the airport to try to slow the plane down. It soon does and the pilot are approaching Runway 27 then!



The plane banks to the right and is uncontrollable and...






(Another screenshot from the Mayday/Air Crash Investigation episode showing computer animation reenactment of the exact collision of the 747 with the Apartment building)

El Al Flight 1862 then crashes into a apartment complex of the Bijimermeer Neighborhood of Southeast Amsterdam. The collision destroys the Boeing 747 on impact and destroyed a vast section of the building leading to a collapse that destroyed dozens of apartments. All 4 on board are killed. 39 on the ground are confirmed to be killed, (Initially police and Amsterdam Mayor Ed van Thijn believed at least 200 died) but this is under dispute. Many of the residents of the apartment building were illegal immigrants (Mostly from Ghana and Suriname). Some of the Illegal Ghanaians claimed that many of their family members are missing and undocumented on the fatality list If the official count is correct, 43 people lost their lives a further 26 more people suffered non-fatal injuries (11 of them in critical condition)

Two police officers were investigating a Burglary report in the neighborhood Flight 1862 crashed into and immediately sounded a emergency alarm. The Apartment complex was located close to a firestation, who responded fairly quickly.

Many witnesses claimed to see people jump from their apartments to escape the fire.

Prime Minister Rudolphus "Rudd" Lubbers and Queen Beatix arrived to the scene to examine the damage.

"This is a disaster that has shaken the whole country" quoted Lubbers.

Many surviving residents would suffer from mycoplasma, an bacterial virus that leads to pneumonia (an infection that causes the lungs to be filled with fluid, inflammation of the lungs, fever, chest pain and difficulty of breathing). They probably got mycoplasma from the smoke from the fires after the impact.

It's also speculated that some survivors suffered from uranium poisoning. According to a loadmaster, Some cargo placed onboard Flight 1862 were labeled "hazardous" but most of the cargo were fruit,perfume and computer equipment. Depleted Uranium was also used on the tail of Boeing 747s to support the weight of the tail.

There are dozens of survivor cases of autoimmune disease, which is a condition when a part of the body has a abnormal immune response.


ATC Conversation (If you wish to listen to the conversation, click here)

(Note: CF= Captain Fuchs, FIO= First Officer Ohad AMS1= Amsterdam Airport Schiphol ATC Controller and ASM2 means Amsterdam Airport Schiphol Approach Control)

FIO: El Al 1862 (one eight six two), Mayday! Mayday! We have an emergency!
AMS: El Al 1862 (one eight six two) roger. Break KLM 237, turn lead heading 090
AMS: 1862 (one eight six two), do you wish to return to Schiphol?
FIO: Affirmative, Mayday! Mayday! Mayday!
AMS: Turn right heading 260 (two six zero), field eh... behind you, eh.... in your - to the west, eh ....distance 18 (one eight) miles.
FIO: Roger, we have fire on engine number three, we have fire on engine number three. (Fire alarm in background)
AMS: Roger, heading 270 (two seven zero) for downwind.
FIO: 270 (Two seven zero) downwind.
FIO: El Al 1862 (one eight six two), lost number three and number four engine, number three and number four engine
ASM1: Roger, one eight six two.
ASM2: El Al 1862 (one eight six two), continue descent one thousand 5,000...10,500
FIO: 15,000, and we have a controlling problem.
ASM2: You have a controlling problem as well, roger.
CF: Raise all the flaps, all the flaps raise. (In background, speaking in Hebrew)
CF: - Ohhhhh! (In background)
CF: Lower the gear (In background, speaking in Hebrew)
FIO: Going down...eh...1862 (one eight six two), going down, going down, copied going down.


Investigation:

Initially, investigators believed the plane was damaged from a bomb from Palestinians due to the Israeli-Palestinian conflict. It was also highly believed due to the history of terrorist attacks on El Al planes or Ticket booths.

However on the night of the disaster, a off-duty police officer who was boating on his personal yacht reported what he initially believed to be parachutes to be the jet engines that separated from the Boeing 747 fall towards the ground. These engines were later discovered, Investigators discover a fatigue crack found on Engine three's fuse pin. They believe that the crack was developed to ageing. The fuse pin failed which lead to the engine breaking off. Due to being at full speed at the time of the breakup, the Third engine had enough power to collide into the Fourth engine and have that engine also break off. It was also discovered the fire warning was false due to the damage of the 747. Due to how damaged the hydraulics were, the flaps couldn't be extended. When the pilots slowed the plane downed, the plane stalled to the right which lead to the crash.

In response to the accident, Boeing now makes new,stronger fuse pins for their 747s


Flight 1862 was the first disaster in El Al's history that didn't involve either a hijacking or shootdown. It is also the deadliest aviation accident in the history of the Netherlands (Surpassing the 1946 KLM Amsterdam DC-3/C-47 accident that killed all 26 onboard)




(The remains of the engines)












(The Apartment Building after the collision)






(Bijimeer, The Neighborhood of the Crash site location pictured here in 2008)




( Dutch News Footage of the disaster)

 

This is my second story from Captain Adam's thread i decided to put on this thread:


Saudia 763 and Kazakhstan Airlines 1907 (The 1996 Charkhi Dadri Mid-air Collision)


Accident:
Date: November 12th,1996
Summary: Mid-air collision due to pilot error from Kazakhstan Airlines 1907
Site: Charkhi Dadri,India
Fatalities: 312 (All Saudia 763) 37 (All Kazakhstan Airlines 1907) Total: 349
Survivors:0 (4 initially in Kazakhstan Airlines, 2 initially in Saudia 763)
Injuries (non Fatal):--- (None)


Plane 1:




(HZ-AIH, The Boeing 747-100B involved in 1986 at London Heathrow Airport)

Operator: Saudia
Aircraft: Boeing 747-100B
Registration: HZ-AIH
Crew:23
Passengers:289
Fatalities:312 (All) (310 from crash,2 from injuries)
Survivors:0 (2 initially)
Injuries (Non Fatal):----
Nature: International Scheduled Passenger
Phase: En-Flight
Origin Airport: Indira Gandhi International Airport,India
Stopover Airport: Dhahran International Airport,Saudi Arabia (now King Abdulaziz Air Base)
Destination Airport: King Abdulaziz International Airport,Saudi Arabia
Flight Number: 763
Damage: Destroyed


Plane 2:



(UN-76435, The Ilyushin IL-76TD involved in 1994 at Düsseldorf Airport,Germany)

Operator: Kazakhstan Airlines
Aircraft: Ilyushin IL-76TD
Registration: UN-76435
Crew:10
Passengers:27
Fatalities: 37 (All) (33 from crash,4 from injuries)
Survivors:0 (4 initially)
Injuries (Non Fatal):----- (None)
Nature: International Charter Passenger
Phase: En-Flight (About to land)
Origin Airport: Shymkent International Airport, Kazakhstan
Destination Airport: Indira Gandhi International Airport,India
Flight Number: 1907
Damage: Destroyed

Summary:

On November 12th,1996. Saudia Flight 763 is flying over Haryana State,India after taking off from Indira Gandhi International Airport,Delhi, India bound for Dhahran International Airport in Dhahran,Saudi Arabia (Now King Abdulaziz Air Base). The Flight will continue to King Abdulaziz International Airport in Jeddah,Saudi Arabia. The plane operating Flight 763 is a 14 year old Boeing 747-100B registered as HZ-AIH. The 747-100B had a registration of 22748/555 and had its first flight on February 3rd,1982 and delivered to Saudia the same year. On board are 23 crew, The Captain was 45 year old Khalid al-Shubaily with more than 9,800 Flight Hours. The First Officer was Nazir Khan whose age and flight hours remain unknown. The Second Officer who is only identifed as "Edris" also has age and flight hours unknown. The remaining crew are 20 Flight Attendants. On board are 289 Passengers, Most of them are Indians and Nepali. Also flying in the same airspace is Kazakhstan Airlines Flight 1907. The Flight is scheduled to land at Indira Gandhi International Airport after a long flight from Shymkent International Airport in Kazakhstan. The plane operating the flight is a 4 year old Ilyushin IL-76TD registered as UN-76435 and having a serial number of 1023413428. It had its first flight in 1992 and brought to Kazakhstan Airlines for Cargo Flights the same year. The IL-76 had about 2,600 flight hours until the collision. On board are 10 Crew, The Captain was Gennadi Cherepanov whose age and flight hours are unknown. The First Officer's name, age and Flight Hours are also disclosed. The Radio Operator was Egor Repp whose age and Flight Hours are unclear. The Remaining crew are 7 Flight Attendants and Loadmasters. The Flight is charted by a Kyrgyz Fashion company to bring 27 passengers to India to either sell clothing or to go shopping, The passengers are either Krygyz or ethnically Russian Krygyz Citizens. In total 37 are onboard Flight 1907. It is currently 6:00 PM and both flights are handled by Air Trafic Controller (ATC) VK Dutta, The radar system is Primary Radar meaning it uses radar sensors to illuminate with electromagnet waves within airspace and tracks the flights position instead of altitude. VK Dutta, the ATC Controller has to rely on the pilots to understand the flights airspeed and altitude. First Officer Khan tells Dutta that they are approaching level 140 (14,000 Feet/4,270 Meters), The Pilots also request to raise altitude. In order to coordinate with other flights, Dutta wants the Saudia flight to stop climbing altitude. The Pilots of Saudia 763 decide to maintain at Level 140. Dutta wants to have Kazakhstan Airlines Flight 1907 to fly above the Saudia Flight and after Flight 1907 passes by the Saudia Flight, Allow 763 to climb altitude. He also wants both Flights to be maintain 1,000 feet from each other. He also wants Flight 1907 to not be surprised by the Saudia Flight. Planes don't have any radar that allows pilots to see other flights nearby, so pilots must rely on Air Traffic Control to warm them of other flights. The Kazakh Pilots decide to descend the flight to 14,000 feet, Radio Operator Repp warns the pilots to climb back to 15,000 feet, then suddenly!,




(A Computer Generated Image frame reenacting the collision)

The Saudia 747 appears in their line of view, The left wing of the IL-76 strikes the tail of the 747, Both planes catch fire when they become uncontrollable and collide into the ground. Both planes crashed 7 Kilometers (4.35 miles) apart in Charkhi Dadri, a city in Haryana State,India located just 60 miles (96.5 Kilometers) west from Delhi. Initially there were 6 survivors (4 in the IL-76,2 in the 747) but they all died from their injuries. All 349 on both flights were killed. It is currently the worst mid-air collision in Aviation History (Surpassing the 1979 Dniprodzerhynsk mid-air collision that killed 178), the deadliest Aviation accident with no-survivors (surpassing Turkish Airlines Flight 981), The deadliest aviation accident in the history of India (Surpassing Air India Flight 855 that killed 213 people) and the 3rd deadliest aviation accident in history (Behind Japan Airlines Flight 123 that killed 520 and the Tenerife Airport Disaster that killed 583)





(Firefighters controlling the fire of what remains of the IL-76)




(Investigators, Military Officials and local villagers examine the remains of the 747)


Nationalities (May not be accurate)

Saudia Flight 763:
: Bangladesh:1
: India:241
: Nepal:40
: Pakistan:3
: Saudi Arabia:24 (1 Passenger,all 23 Crew)
: United Kingdom:1
: United States:2

Total: 312

Kazakhstan Airlines 1907:
: Kazakhstan:10 (All Crew)
: Kyrgyzstan:14
: Russia:13

Total: 37


Investigation:

Investigators concluded that the collision was caused by the Kazakhstan Airlines crew from descending altitude due to a language barrier. Although the crew did pass English proficiency exams, they weren't fluent in English. Radio Operator Repp understood that the Saudia flight was at Level 140. However, the first officer believed the flight was assigned at 14,000 feet. Indira Gandhi International Airport now uses Secondary Radar which tracks the altitude and airspeed of flights. VK Dutta now works as an instructor for wannabe Air Traffic Controllers. As a result of the collision, The Kazakh government declared that Kazakhstan Airlines is Bankrupt. Kazakhstan Airlines's fleet was brought to Air Kazakhstan which went bankrupt in 2004 after the success of Air Astana that was founded in 2002 and remains the country's flag carrier. Saudia continued to use Flight 763 for their Hyderabad,India-Jeddah routes until terminating the flight number in 2016




Videos:




(A man cries after learning his family was among the victims on the Saudia Flight, he also lost his home)





(AP Archive footage showing some of the crashsite and victims being sent to a morgue)




(Relatives of the Saudia Flight Victims being interviewed by journalists)




(Villagers bury the bodies of the victims)



(Villagers cremate a total of 94 of the victims)




(Investigators examine the Saudia Wreckage, BLOOD WARNING)

 

Turkish Airlines Flight 981



(TC-JAV, The McDonnell Douglas DC-10 involved in 1973 at London-Heathrow Airport,United Kingdom)

Operator: Turkish Airlines
Date: March 3rd,1974
Summary: Cargo Door failure due to Design Flaw leading to loss of control and Explosive Decompression
Site: Ermenonville Forest,Oise,France
Aircraft: McDonnell-Douglas DC-10-10
Aircraft Name: Ankara
Registration: TC-JAV
Occupants: 346
Crew:11
Passengers:335
Fatalities: 346 (All)
Survivors:0
Injuries (Non Fatal):--- (None,all killed)
Nature: International Scheduled Passenger
Phase: En-Flight
Origin Airport: Yeşilköy Airport, Istanbul, Turkey (Now called Istanbul Atatürk Airport) (Now closed to Commercial Aviation)
Stopover Airport: Paris-Orly Airport,Paris,France
Destination Airport: London-Heathrow Airport,London,United Kingdom
Flight Number: 981
Damage: Destroyed

Summary:

On March 3rd,1974, Turkish Airlines Flight 981 is at Paris-Orly Airport in Paris,France for stopover, The flight originated at Yeşilköy Airport in Istanbul, Turkey (The Airport is now called Istanbul Atatürk Airport). After the stopover, the final leg will head to London-Heathrow Airport in London,United Kingdom. The plane operating the flight is a two year old McDonnell-Douglas DC-10-10 registered as TC-JAV. The DC-10 involved had about 2,955 Flight Hours and 1,537 Flight Cycles. The DC-10 was originally was going to be delivered to All Nippon Airways (ANA) but was cancelled for the Lockheed L-1011 Tristar after ANA was bribed by Lockheed to purchase their aircraft. In total, ANA cancelled the orders of five DC-10s (Including the one flying Flight 981), three of them (Including TC-JAV) were brought to Turkish Airlines while the other two were brought to Laker Airways, a private charter airline based in the United Kingdom.

On board are 11 Crew,

The Pilot-in-Command (PIC) was Captain Nejat Berköz, age 44, with 7,783 hours of Flight Time.

His Co-Pilot was Oral Ulusman, age 38, with 5,589 hours of Flight Time.

The Flight Engineer was Second Officer Erhan Özer, age 37, with 2,113 hours of Flight Time.

The remaining crew are 8 Flight Attendants.

during the Istanbul-Paris Leg, 167 passengers were on board but 50 left at Paris leaving 117 initial passengers on board,

A worker strike of British European Airways (BEA) pilots caused passengers heading for London to be stranded at Paris-Orly Airport and board Turkish Airlines Flight 981. Other passengers were initially supposed to fly on Air France,British European Airways (BEA), Pan Am and Trans World Airlines (TWA) but boarded the flight due to Flight Delays.

as a result of the delays and the strikes, 218 new passengers board in Paris for the Paris-London leg of the journey.

Among these passengers was John Cooper, 33, a British athlete who competed at the 1964 Summer Olympics in Tokyo for the 400 meter hurdles and 4 x 400 meter relay and won two silver medals. He also competed in the 1968 Summer Olympics in Mexico City.
Also on board are the Bury St. Edmunds RUFC Rugby union team returning home from the Five Nations game in Paris which they tied 12-12 against a French team.

Only two passengers are seated in First class while the rest of the passengers are in Economy.

In total 335 passengers are onboard and a total of 346 occupants.

The flights departure was delayed to half an hour and took off at 12:32 PM Central European Time (CET). Shortly after Takeoff, Flight 981 is instructed by Air Traffic Control (ATC) to fly at 23,000 Feet/7,000 Meters (Level 230) and head west towards London. After flying by Meaux, a small town located 25.5 Miles (41.1 Kilometers) from Paris in the Seine-et-Marne Department at 11,000 feet (About 3,000 Meters)

When all of a sudden!



(A Screenshot from the Mayday/Air Crash Investigation episode covering Flight 981 showing computer animation of the cargo door falling out)

The left cargo door blows off causing a intense increase of air pressure in the cargo bin and the passenger cabin above the cargo bin amounting to 14 kilopascals. It caused a section of the Passenger floor to separate sending 6 seats (All occupied by Japanese Passengers) to fly out. The Cargo Door also caused the backup control cables to be completely destroyed causing the pilots to lose control of their elevators, Ruder and the number two engine (The engine on the tail of the DC-10). The DC-10 is banking to the left and is pitching downwards in about a 20 ° Angle.



(A Screenshot from the Mayday/Air Crash Investigation episode of computer animation showing the DC-10 falling towards the ground)


The Pilots are trying to control the Plane but to no avail. First Officer Ulusman can be heard speaking in Turkish "The Fuselage has burst". Captain Berköz shouts "Speed". The DC-10 is slowing pitching up from the speed but it isn't that high enough to pull out..



(A Screenshot from the Mayday/Air Crash Investigation episode covering the crash showing a computer animated moment of the collision)

....and the DC-10 crashes into the Ermenonville Forest, a state owned forest located in the Oise Department of France at 430 Knots (490 MPH/800 KPH). The DC-10 disintegrates into pieces while it crashes through the forest. The wreckage was too fragment, it was difficult to know what pieces of the DC-10 is what. The impact results in a small fire since there were too many larges pieces still intact to burn. All 346 on board are killed. 40 of the passengers were visibility able to be identified. Unfortunately though, 2 passengers are yet to be identified.


Nationalities:
: Argentina: 3
: Australia: 2
: Belgium: 1
: Brazil: 5
: Cyprus: 1
: France: 16
: India: 2
: Ireland: 1
: Japan: 48
: Morocco: 1
: New Zealand: 1
: Pakistan: 1
: Senegal: 1
: South Vietnam: 1
: Spain: 1
: Sweden: 1
: Switzerland: 1
: Turkey: 55 (44 Passengers, all 11 Crew)
: United Kingdom: 176
: United States: 25
: West Germany: 1
: Unknown:2



Investigation and Aftermath:

The French Accident Investigation Bureau (BEA) and a team from the United States's National Transportation Safety Board (NTSB) investigate the accident. The NTSB was allowed to investigate since the DC-10 is manufactured by McDonnell Douglas, an American based company.

They discovered that the left cargo door was blown off which resulted two rows of seats to be sucked out due to the extreme force. These seats damaged the control cables resulting in the DC-10 to lose control.




(The Accident Aircrafts rear, Notice how the Cargo door is extremely close to the cabin door which could lead to the seats to damaged to cables and elevator)


The Investigators discover that the cargo door blew out since it wasn't locked properly . The latches that are meant to keep the cargo door closed was not locked.


Two years prior to the crash of Flight 981, American Airlines Flight 96, another McDonnell-Douglas DC-10 made a emergency landing after its cargo door, no one was killed but 11 people were injured.

Following Flight 96, the NTSB recommended to McDonnell-Douglas to change the design of the cargo door.

This change would have make it impossible for baggage handlers to close the Cargo Door lever if the door was not locked properly.

The NTSB also recommended that McDonnell-Douglas add vents to the floors of DC-10s.

This would allow the different air pressure to equalize without the floor collapsing just in case of a event that a cargo door does blow out en-flight.

Investigators discovered that McDonnell-Douglas had in-fact never implemented the suggestions by the NTSB.

The Federal Aviation Administration (FAA) had never even issued an "Airworthiness Directive" which would have made these changes implemented. This is the case since the FAA and McDonnell-Douglas had signed an agreement which prevents this directive from being used. McDonnell-Douglas told the FAA that they would "voluntarily" fix the Cargo Door problem.

This could have prevented the directive from damaging the DC-10's reputation, considering at the time, the DC-10 was introduced to service a year prior.

McDonell-Douglas did make some changes to the DC-10, they were

• Redesigned the locking mechanism
• Including a peep-hole for baggage handlers to see if the cargo door was actually locked
• Installing a support plate that prevents baggage handlers to pull down the cargo door if the locks weren't secured

(Lock Port/Placards and warning stickers added on DC-10s)


However, many baggage handlers didn't understand what the peep-hole was meant for. Mohammed Mahmoudi, the baggage handler who loaded cargo for Flight 981 on the day of the crash didn't understand the warning signs since he wasn't fluent in English (since Mahmoudi was originally from Algeria)

As an addon, there had never been any support plates installed in the DC-10 involved in the crash.

Investigators discovered the shocking truth to the accident: McDonnell-Douglas was aware of the cargo door problem during the DC-10's development.


Many lawsuits were made towards McDonnell-Douglas after this discovery and McDonnell-Douglas paid $18M USD in damages while the FAA issued a directive that fixed the DC-10s door.

There never been a incident involving the cargo door of the DC-10 or MD-11 since.


Flight 981 is and remains the deadliest aviation accident in French History (Surpassing Air France Flight 007 that killed 130 of the 132 on board), the deadliest involving a McDonnell-Douglas DC-10 (Surpassing National Airlines Flight 27 that killed 1 man) and the deadliest single aircraft aviation accident with no survivors (Surpassing Aeroflot Flight 217 that killed all 174 on board)

At the time, Flight 981 was the deadliest Aviation accident in History (Until surpassed by the 1977 Tenerife Airport Disaster that killed 583 people)

It was also initially the deadliest single aircraft aviation accident in history (Until surpassed by Japan Airlines Flight 123 that killed 520 people)

It was also was the deadliest aviation accident with no survivors until surpassed by the 1996 Charkhi Dadri Mid-Air Collision that killed 349 people (You can read that story above this post)



Turkish Airlines still flies from Istanbul to London, however this flight is now non-stop and operated by mostly Airbus A330s and Boeing 737 (Next Gen)





Photos:



(The remains of the forest and the wreckage)



(Families of the victims sit and pray at the crashsite)



(Wreckage of the fuselage)



(Firefighters at the crashsite)



(A fatality recovered from the scene)



(One of the engines at the scene)


Videos:




(Firefighters,police retrieving fatalities)






(A news coverage of the disaster)





(Japanese relatives mourning at the site)

 

Deleted

 

Hello everyone, Sorry i've hadn't post in a long time, i'm going to continue writing about real-life aviation accidents if i'm not busy with online school. It'll take some time to finish stories. November's theme will be on McDonnell-Douglas DC-10 accidents.

Stay Tune!

-Tsunamidrew

 

I saw a video on this accident and i thought this would be great to share since this accident in surrounded by mystery and Halloween is tomorrow)

Eastern Air Lines flight 980



(an Eastern Air Lines Boeing 727-200 similar to the one involved in the crash)

Date: January 1st,1985
Summary: Controlled Flight into Terrain (CFIT) due to unknown reason
Site: Mount Illimani, Bolivia

Aircraft Information:
Operator: Eastern Air Lines
Aircraft: Boeing 727-200
Registration: N819EA
Occupants: 29
Passengers:19
Crew: 10
Fatalities: 29 (all)
Survivors:0
Injuries (Non Fatal): 0 (None, all killed)
Origin Airport: Silvio Pettirossi International Airport, Asunción, Paraguay
Stopover Airport 1: El Alto International Airport, La Paz, Bolivia
Stopover Airport 2: José Joaquín de Olmedo International Airport, Quayaquil, Ecuador
Destination Airport: Miami International Airport, Miami, United States



On New Years day, 1985. Eastern Air Lines flight 980 is flying from Silvio Pettirossi International Airport in Asunción, Paraguay to Miami International Airport in Miami, United States via El Alto International Airport in La Paz, Bolivia and José Joaquín de Olmedo International Airport in Quayaquil, Ecuador. The plane operating the flight is a 2 year old Boeing 727-200 registered as N819EA. The particular 727 was built in March 1982. There are 10 crewmembers. There are three flight crewmembers (AKA Cockpit Crewmembers)

The Captain was Larry Campbell (Whose age, Date of employment and flight hours i couldn't find anywhere on the internet) I can't find any information about the co-pilot/first officer and the Flight Engineer. The remaining 5 crewmembers are Flight Attendants. Two Eastern pilots deadheading are classified as crewmembers. There are 19 passengers, among whom is Marian Davis, wife of then U.S Ambassador to Paraguay, Arthur H. Davis JR. .

The flight took off from Asunción at 5:57 PM (-4:00) . The flight is on final-approach to El Alto International Airport According to the Flight Report, the approach was under Instrument meteorological conditions (IMC), the condition where pilots use instrument flight rules while opposed to visual flight rules (mostly in foggy/stormy weather). At 11:46 (-400), Flight 980 contacts El Alto ATC in clearance to land and to lower to 18,000 (Level 180). The plane never makes it to El Alto.

This will eventually cause on of the most strangest and controversial investigations in Aviation History.



( A news report on the search for Flight 980's wreckage)

The Bolivian Government launched a investigation operation. (it was their territory after all)


The wreckage was eventually found in Mount Illimani, but how did the plane crash into it?

The Aviation Safety Network (ASN) notes that Flight 980 might have taken an alternative flight plan due to weather conditions however the ATC transcript shows that the pilots never mentioned to ATC about changing flight paths due to weather. Villagers from the nearby town of Cohoni reported aircraft parts falling from the sky and thunder which may indicate the plane was struck by lightning and suffered an en-flight breakup.

Bizarrely, Cohoni is located 6.3 miles northeast from Mount Illimani, a different direction than Flight 980's flightplan



(A Screenshot I took from Google Maps showing the distance from Cohoni to Mount Illimani, Red dot indicates Mount Illimani, Black dot indicates Cohoni)

You may be asking "what happened onboard?". Well the first answer is to retrieve the aircraft's Flight Recorders. If the flight diverted, The Flight Data Recorder (FDR) would indicate why, could it be an external force? human error?..... The only way to find out is to hike 19,000 feet (5.7 kilometers) to the crash site. ...

---

........when the searched continued on, the more suspicion emerged with numerous details surrounding the accident

. The three parties involved in the investigations are:

• The Bolivian Government (since the crash happened in their territory)
  
• The Paraguayan Government (since that's where the flight originated)
• The United States' National Transportation Safety Board (NTSB) (Since the plane was both made by Boeing, an American manufacture and it had an American Registration)

The investigators had problems climbing Illimani but local mountain climbers were successfully able to find the crash site. They reported no survivors and strangely, No human remains!. They also found illegally poached reptile skin (estimated to worth $1 Million in USD)

They also told the Flight Recorders were nowhere to be found and the only things they found were the pilot's belongings and the original flight plan. They also stated it was unsafe to climb to the wreckage until spring (when snow wasn't heavy). This would eventually have the wreckage covered in snow.

The Bolivian Government cancelled searching for the crash site one week later and apparently no investigation team had any interest in the crash.


No more investigations were launched in 1985 by the Bolivian Government and when the released their investigation report in September of that year, they claimed the area was inaccessible and stated they didn't find the Flight Recorders. There's no mention of Contraband on the report either. On the report, the probable cause was "Controlled flight into terrain due to reasons unknown"



in March, an Eastern Air Lines flight engineer who was originally supposed to be on Flight 980 launched his own private investigation and he and his guide got to the crash site with no problems and also reported no bodies or flight recorders.



(Footage the Flight Engineer took on his expedition)

He took footage of the site as a film for the closure for the families of the victims, when he returned to the United States, The CEO of Eastern Air Lines, Frank Borman learned about the engineer's expedition and privately told him not to release any of the footage in exchange for money given to the families victims.

Judith Kelly, who lost her husband, William in the crash started her own private investigation into the accident in July 1985. her guide, Bernardo Guarachi was one of the three men who were involved in the initial expedition to the crash site. Like the previous expeditions, this one didn't suffer any problems into reaching the crash site. She didn't find any remains or flight recorders. The main reason for the expedition for Judith was for her own condolences. After returning home, she pressured the NTSB into starting a proper investigation into the matter. the NTSB agreed, however it wasn't what it expected.

---

In October 1985, an expedition team of 7 men (Including 6 NTSB investigators) climbed up Mount. Illimani The group were given only $600 in USD and were forced to pay for anything else out of their own pockets. They were also forced to bring their own mountain gear and food since they couldn't be guaranteed by the Bolivian Government whatsoever. They were given only three days notice.

By day one, they managed to climb 17,000 only to realize that the Bolivian Red Cross hadn't ever transported their supplies. They had to sleep with no camping gear until the Red Cross can give them their gear (Just imagine that) . They were given tents but no stoves to cook their food. The team weren't able to cook Noodle Soup that night.

One of the men later developed Pulmonary oedema. He and another member had to leave the expedition early and go down to the base of the mountain. The five other men continued on the next morning, another member fell into a crevasse resulting in him being injured. They reached the crash site with another member suffering Pulmonary oedema. This means only 3 out the 7 men were physically able to dig through snow to investigate the wreckage. They found the rear wing of the plane which is where the flight recorders typically are on planes. However there was no recorders. The journey down was challenging for the men, only two men made it down in an hour while the remaining 3 stayed halfway at their campsite

The remaining men requested that the give them Food, Fuel and a Stove and deliver them to the camp. When the Red Cross arrived, they only gave then Clothes and 2 gallons of Kool-Aid .

After the expediation, the NTSB never followed up on the accident again.

If a widow can travel up to see the wreckage but a government investigation agency isn't bothered to conduct an investigation, that begs the question, what is really going on here?.......

---

Soon after the accident, it was revealed that Eastern Air Lines has been smuggling Cocaine and Marijuana from South America to the United States on flights since 1984. In April 1984, An Eastern pilot reported he found 15 kilograms (15,000 grams) of Marijuana in the captain seat of an Lockheed L-1011 Tristar. Around 50 Eastern employees have been indicted for being involved in the drug smuggling. Most of the drugs originated in Colombia (where most Eastern flights connected to Miami), the poached skins on Flight 980 were reptiles that were native to Paraguay. Later convictions showed that Eastern Employees stowaway on bags and set away for drugdealers would pick them up eventually.

Gerald Leob, an former Eastern pilot testified that Eastern flown around 45-50 flights to Panama where airliners were paid off to transport drugs on unmarked pallets with the money being deposited to Panamanian banks then later wire transferred to the United States for investment. Shortly after contacting the Federal Bureau of Investigation (FBI), Leob was ultimately fired by Eastern.

For Flight 980, if the money had gone into the right pockets, It can be the reason that the Bolivian Government and the NTSB didn't spend enough money to even make an investigation


In 1986, Eastern Air Lines was bought by Frank Lorenzo (who previously bought Continental Airlines and Texas International Airlines) for $606 million. He later stripped $750 million from Eastern's assets for the other airlines he owned.



(The cover of the book "Grounded: Frank Lorenzo and the Destruction of Eastern Airlines" by Aaron Bernstein)

in March of 1989, Eastern employees went on a labor strike against Lorenzo's actions , other simply were laid off, fired or quit. This caused flights to be cancelled causing Eastern to lose money and file for Bankruptcy Protection but eventually ended operations in January 1991 after 64 years of operations.



(Eastern pilots on strike)




in 2016, two men from Massachusetts, Unite States, 33-year-old Dan Futrell and 31-year-old Isaac Stoner were scrolling on Wikipedia and stumbled across the article "List of unrecovered and unusable flight recorders" . The reason of Flight 980's recorders being undiscovered interested them The started a blog website called https://operationthonapa.com/ about how they will start their own expedition to Mount Illimani in-search for the flight recovers. They decided to contact Bernardo Guarachi, he said that a U.S diplomat named Royce Fitche contacted him to go up the mountain to search for the wreckage . Bernardo also stated that on the way down the mountain, he discovered footprints showing that someone followed them up the mountain, however the footprints dind't follow them to the top, looking like the person(s) turned around at some point. Guarachi was also detained by the Bolivian Government after reaching down Illimani, separated from his team and had a interrogation at El Alto International Airport where one man threatened him if chosen to tell the public of what exactly happened.

It seems like he was pressured to lie about the climate and accessibility of the crash site. The Bolivian Government also had no interest of investing the crash. This statement 30 years later showed that this was all covered under the rug.



( Stonerand Futrell pose for a photo after discovering the Cockpit Voice Recover)

Stoner and Futrell arrived in Bolivia in June, 2016 and decided to climb 3,000 feet (0.9144 Kilometers) below the initial crash site since the wreckage was sliding down the mountain southwards (according to a 2006 report).

Stoner and Futrell discovered several parts and possibly human remains and pieces of the Cockpit Voice Recorder (CVR) and the tape holding the data. They took the wreckage home to the United States because they didn't trust the Bolivian government would do a proper investigation. However, doing so means that Stoner and Futrell are breaking ICAO International Law stating that aircraft wreckage cannot be transported into another county from the location country of exact wreckage.

They started a campaign to get Bolivia interested, and give the OK for the National Transportation Safety Board (NTSB) to have a look.

In December 2016, Bolivia gave the NTSB permission to overview the Cockpit Voice Recorder, they were disappointed. The Magnetic Tape wasn't the correct size and included an 18-minute recording of an episode of I Spy dubbed into Spanish.

Coming short, this highlights how poorly this crash was investigated in the first place and this mystery will go more deeply since we are having more questions than answers

and questions still remain....


like.... was it an tragic Accident? was it a sabotage? Did the plane suffer a mid-air breakup either from a bomb or mechanical error? did it involve anything with the Contraband Smuggling? Who was smuggling the reptile skins? Who took the Cockpit Voice Recorder? Is the Bolivian Government hiding something? Does the NTSB even care? Why was their investigation poorly preformed? Who threatened Bernardo Guarachi? Was Eastern Air Lines hiding a dirty secret to the public?

only time can tell.....​

 

When I heard of El Al, i was sad (I was born 7 years later)

I live in Apeldoorn, also in the netherlands, but im also with planes. Every time i hear this story again, even in Mayday/Air Crash Investigation, it gets me

 

I learned of this accident from Alec Joshua Ibay' video, that's where i got most of my information. It's true, it's quite unfortunate, the flight crew tried everything they could do to save their plane until the very last minute.

I'll try to tell more about accidents.

 

Operator: Turkish Airlines
Date: 25 Februari 2009.
Summary: Pilot and plane error, stall.
Site: The Netherlands, 1 mile/1.5 Kilometes before the Polderbaan, next to the motorway A9.
Aircraft: Boeing 737-8F2
Registration: TC-JGE (Tekirdag)
Occupants: 135
Crew: 7
Passengers: 128
Fatalities: 9
Survivors: 126
Injuries (Non Fatal): 120
Origin Airport: Istanbul Ataturk Airport.
Destination Airport: Amsterdam Airport Schiphol
Flight Number: TK 1951
Damage: Written off.

The plane had taken off at around 08:25 local time, with captain Hasan Tahsin Arısan, taking off from Istanbul Atatürk Airport in Istanbul, Turkey. In addition to the captain, the crew consisted of co-pilots Olgay Özgür and Murat Sezer and four cabin crew members. Above the province of Flevoland, some fifteen minutes before the planned landing, the first signals of a problem were received in the cockpit by a radio altimeter, which is linked to the autopilot and various warning systems. The cockpit crew nevertheless decided to continue flying on automatic pilot in order to land in a southerly direction on the Polderbaan (runway 18R). At 10:25 am the crew received permission from the air traffic controller of West control tower to land on the Polderbaan. The arrival of the aircraft at Schiphol was expected around 10:26 am, some 10 minutes earlier than the scheduled arrival time (10:35 am).

Crash:
Shortly before landing on the Polderbaan, things went wrong. According to bystanders, the plane became unbalanced, started to tip and then tried to gain altitude again to avoid landing on the highway. At 10:26 am the plane crashed into a plowed field, the tail hitting the ground first. The point of impact was between the Rottepolderplein junction and Zwanenburg, approximately one and a half kilometers north of the start of the runway and near the A9 motorway. The plane broke into three pieces in the crash and the two engines broke off. Shortly after the accident, one engine caught fire, but the fire quickly went out, eyewitnesses reported. Nine people were killed in the accident.



Investigation:

After the disaster, the Dutch Safety Board (OVV) put together a team and started an investigation. The 2 black boxes (the flight data recorder and the cockpit voice recorder) were flown to Paris after being found for investigation. The US National Transportation Safety Board sent a team to Schiphol to assist. The Public Prosecution Service also opened an investigation. File: Animation Turkish Airlines, Crashed on approach, Boeing 737-800, Amsterdam Schiphol Airport.webm Animated reconstruction of the crash by the Dutch Safety Board. On March 4, the OVV gave a first press conference about the cause of the accident. It was reported here that a technical defect was the cause of the crash. When the aircraft flew at 1,950 feet (approximately 600 meters) and had started landing with autopilot, the left radio altimeter indicated a false altitude of -8 feet. This error affected the autopilot. With the throttle control system, which controls the engine power, the autopilot closed the engine power, causing the aircraft to slow down. The pilots, who had previously noticed the error in the radio altimeter, did not respond to this change. Only when the aircraft had started flying so slowly that warning signals were triggered because of the danger of stalling, was the pilots reacted immediately by applying power. The plane had already descended to a height of 150 meters and the response came too late. The problem with the radio altimeter had occurred twice before in the same situation before landing during the last 8 flights before the accident. The OVV made the preliminary report available on 28 April. Additional details were given regarding the last part of the flight. It was found that shortly after full power was first applied at an altitude of 140 meters (460 feet), this power was fully regained when the aircraft descended to a height of 128 meters (420 feet). Only after the aircraft had descended to 95 meters (310 feet) was full power given again. This description seemed to be consistent with Kieran Daly's account, where it is stated that after the co-pilot had given full power in response to the warning signals, control was taken over by the captain, whereupon power was completely lost again, and that the captain only gave full power again after 6 seconds. On January 26, 2010, De Telegraaf alluded to the final report of the OVV. According to the Telegraaf, the blame was mainly placed on the aircraft manufacturer. This would have to do with incorrect altimeter data not being visible to the pilots. Air traffic control would also be criticized for too sharp a bend in the flight path. Since the final report had not yet been published, this was unconfirmed speculation.

More photo's + A video:


Video:
--- Post updated ---
Mamma mia this took me about half an hour...

 

Operator: Japan Airlines Cargo.
Date (What day did the accident occurred): November 17, 1986
Summary: UFO sightning
Site (Where did the accident/incident take place): Alaska
Aircraft: Boeing 747
Registration: ? (When i find the registration ill edit this to that)
Occupants (How many were onboard): 3
Crew: 3
Passengers: 0
Fatalities: 0
Survivors: 3
Injuries (Non Fatal): 0
Nature (What type of flight it was): Cargo
Phase (When was the flight doing prior to the accident): Cruising.
Origin Airport (Where the flight took off at): Paris
Stopover Airport (Only post if flight had one or multiple stopovers): Rekyavik, Anchorage
Destination Airport: (Where the flight was headed): Narita Tokyo
Flight Number: (Say N/A if it's Military or Private): 1628
Damage: (What condition was the aircraft in): None

Japan Airlines Flight 1628 was a claimed UFO incident that occurred on November 17, 1986 involving a Japanese Boeing 747-200F cargo aircraft. The aircraft was en route from Paris to Narita International Airport, near Tokyo, with a cargo of Beaujolais wine. On the Reykjavík to Anchorage section of the flight, at 17:11 over eastern Alaska, the crew first witnessed two unidentified objects to their left. These abruptly rose from below and closed in to escort their aircraft. Each had two rectangular arrays of what appeared to be glowing nozzles or thrusters, though their bodies remained obscured by darkness. When closest, the aircraft's cabin was lit up and the captain could feel their heat on his face. These two craft departed before a third, much larger disk-shaped object started trailing them. Anchorage Air Traffic Control requested an oncoming United Airlines flight to confirm the unidentified traffic, but when it and a military craft sighted JAL 1628 at about 17:51, no other craft could be distinguished. The sighting lasted 50 minutes and ended in the vicinity of Denali.
On November 17, 1986, the Japanese crew of a JAL Boeing 747 cargo freighter witnessed three unidentified objects after sunset while flying over eastern Alaska. The objects seemed to prefer the cover of darkness to their left, and to avoid the brighter skies to their right. At least the first two of the objects were observed by all three crew members: Captain Kenju Terauchi (寺内謙寿, Terauchi Kenju), an ex-fighter pilot with more than 10,000 hours flight experience, in the cockpit's left-hand seat; co-pilot Takanori Tamefuji (為藤隆憲, Tamefuji Takanori) in the right-hand seat; and flight engineer Yoshio Tsukuba (佃善雄, Tsukuba Yoshio).

The routine cargo flight entered Alaska on auto-pilot, cruising at 565 mph (909 km/h) at an altitude of 35,000 ft (11,000 m). At 17:09, the Anchorage ATC advised a new heading towards Talkeetna, Alaska.

Two objects

Illustration of the first two objects, based on Captain Terauchi's drawings and descriptions. They were "shooting off lights", were square in shape and some 500 to 1,000 feet in front of the cockpit, but somewhat higher in altitude.

As soon as JAL 1628 straightened out of its turn, at 17:11, Captain Terauchi noticed two craft to his far left, and some 2,000 ft (610 m) below his altitude, which he assumed to be military aircraft. These were pacing his flight path and speed. At 17:18 or 17:19 the two objects abruptly veered to a position about 500 ft (150 m) or 1,000 ft (300 m) in front of the aircraft, assuming a stacked configuration.

In doing so they activated "a kind of reverse thrust, and [their] lights became dazzlingly bright". To match the speed of the aircraft from their sideways approach, the objects displayed what Terauchi described as a disregard for inertia: "The thing was flying as if there was no such thing as gravity. It sped up, then stopped, then flew at our speed, in our direction, so that to us it [appeared to be] standing still. The next instant it changed course. In other words, the flying object had overcome gravity." The "reverse thrust" caused a bright flare for three to seven seconds, to the extent that captain Terauchi could feel the warmth of their glows.

Air traffic control was notified at this point (at 17:19:15), who could not confirm any traffic in the indicated position. After three to five minutes the objects assumed a side-to-side configuration, which they maintained for another 10 minutes. They accompanied the aircraft with an undulating motion, and some back and forth rotation of the jet nozzles, which seemed to be under automatic control, causing them to flare with brighter or duller luminosity.

Each object had a square shape, consisting of two rectangular arrays of what appeared to be glowing nozzles or thrusters, separated by a dark central section. Captain Terauchi speculated in his drawings, that the objects would appear cylindrical if viewed from another angle, and that the observed movement of the nozzles could be ascribed to the cylinders' rotation. The objects left abruptly at about 17:23:13, moving to a point below the horizon to the east.

Third object

Illustration of the third object described by Captain Terauchi, sometimes referred to as the "mothership", trailing the port side of the Boeing 747 cargo freighter of Japan Air Lines.

Where the first objects disappeared, Captain Terauchi now noticed a pale band of light that mirrored their altitude, speed and direction. Setting their onboard radar scope to a 25 nautical miles (46 km) range, he confirmed an object in the expected 10 o'clock direction at about 7.5 nmi (13.9 km) distance, and informed ATC of its presence. Anchorage found nothing on their radar, but Elmendorf's NORAD Regional Operations Control Center (ROCC), directly in his flight path, reported a "surge primary return" after some minutes.

As the city lights of Fairbanks began to illuminate the object, captain Terauchi believed to perceive the outline of a gigantic spaceship on his port side that was "twice the size of an aircraft carrier". It was, however, outside first officer Tamefuji's field of view. The object followed "in formation", or in the same relative position throughout the 45 degree turn, a descent from 35,000 to 31,000 ft, and a 360 degree turn. The short-range radar at Fairbanks airport failed, however, to register the object.[4]

Anchorage ATC offered military intervention, which was declined by the pilot, due to his knowledge of the Mantell incident. The object was not noted by any of two planes which approached JAL 1628 to confirm its presence, by which time JAL 1628 had also lost sight of it. JAL 1628 arrived safely in Anchorage at 18:20.

ATC:
Time Speaker Dialog
17:18 or 17:19 AKST AARTCC audiotape [Two craft, first noticed at a distance at 17:11, approach to within 500–1,000 ft from the cockpit.]
17:19:15 JAL-1628, First officer Anchorage Center, Japan Air 1628, ah, do you have any traffic, ah, seven [i.e., eleven] o'clock above?
17:19:24 AARTCC, Carl Henley JAL1628 heavy, say again...
17:19:28 JAL-1628 Ah, do you have any traffic in front of us?
17:19:32 AARTCC JAL1628 heavy, roger.
17:19:36 JAL-1628 Ah, roger and, ah, we insight, ah, two traffic, ah, in front of us one mile about.
17:19:49 AARTCC JAL1628, roger, do you have.., ah, can you identify the aircraft?
17:19:58 JAL-1628 Ah, we are not sure, but we have traffic in sight now.
17:20:04 AARTCC JAL1628 heavy, roger. Maintain visual contact with your traffic and, ah, can you say the altitude of the traffic?
17:20:14 JAL-1628 Uh, almost the same altitude.
17:20:21 AARTCC JAL1628 roger. Would you like a higher or lower altitude?
17:20:27 JAL-1628 Ah, no, negative. JAL1628.
17:21:19 AARTCC JAL1628 heavy, see if you are able to identify the type of aircraft, ah, and see if you can tell whether it's military or civilian.
17:21:35 JAL-1628 JAL1628. We cannot identify the type, ah, but we can see, ah, navigation lights and ah, strobe lights.
17:21:48 AARTCC Roger, sir. Say the color of the strobe and beacon lights.
17:21:56 JAL-1628 The color is, ah, white and yellow, I think.
17:22:03 AARTCC White and yellow. Thank you.
17:21 AARTCC, Watch supervisor's entry Daily Record of Facility Operation
5:21 PM. JL1628, HB747, BIKF–ANC reported traffic at his altitude (FL350) one mile with a white and yellow strobe. AAL ROC and EDF ROCC notified. No known traffic identified.
AARTCC OK. We have no, we have confirmed we have no military aircraft working up there.
After three to five minutes the two craft change their relative position, which is not reported to AARTCC, and the captain unsuccessfully attempts to photograph them.
17:22:11 AARTCC [Requests information about weather and clouds]
17:22:41 AARTCC [Informs JAL-1628 that transmissions are garbled and asks them to change transmitting frequencies.]
17:23:05 JAL-1628 [Reports clouds below them].
17:23:13 JAL-1628 And now the target, ah, traffic is extinguished [i.e., disappeared]. We cannot see it now.
VHF transmissions have returned to normal after 10 to 15 minutes of heavy interference.
17:23:19 AARTCC JAL1628 roger. And I'm not receiving any radar replies.

After the incident two other aircraft (Alaska Airlines and USAF) saw also some sort of UFO.

Photo's: