China Airlines Flight 642

File:Seating plan China Airlines Flight 642 (en).svg

File:McDonnell Douglas MD-11 China Airlines B-150.jpg

The aircraft was a McDonnell Douglas MD-11 registered as B-150, which had been delivered to China Airlines in October 1992. The aircraft was powered by three Pratt & Whitney PW4460 turbofan engines.{{Rp|13–19}} B-150 had been involved in an earlier unrelated incident as CAL012 on 7 December 1992 when moderate turbulence led to the aircraft departing normal flight, leading to it sustaining damage to its outboard elevator skin assemblies, some of which broke off from the aircraft.{{Cite web |title=ASN Aircraft accident McDonnell Douglas MD-11 B-150 Kushimoto |url=https://aviation-safety.net/database/record.php?id=19921207-0 |access-date=2023-01-05 |website=aviation-safety.net}}{{Cite web |date=1994-02-15 |title=In-flight turbulence encounter and loss of portions of the elevators, China Airlines Flight CI-012, McDonnell Douglas MD-11-P, Taiwan registration B-150, About 20 miles east of Japan, December 7, 1992 |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR9402.pdf |access-date=2023-01-05 |publisher=National Transportation Safety Board |id=NTSB/AAR-94/02}} B-150 was then delivered to China Airlines's subsidiary Mandarin Airlines in July 1993. It was then returned to China Airlines in March 1999.{{Cn|date=September 2024}}

The captain was 57-year-old Gerardo Lettich, an Italian national who had joined China Airlines in 1997, and had previously flown for a major European airline. He had 17,900 flight hours, including 3,260 hours on the MD-11. The first officer was 36-year-old Liu Cheng-hsi, a Taiwanese national who had been with the Airline since 1989 and had logged 4,630 flight hours, with 2,780 of them on the MD-11.{{Rp|9–13}}{{Cite news|last1=Lee|first1=Ella|url=https://www.scmp.com/article/294446/pilots-urged-attend-meeting-taiwan-aviation-heads|title=Pilots urged to attend meeting with Taiwan aviation heads|date=1999-09-22|work=South China Morning Post|access-date=2020-03-01|last2=Lee|first2=Stella}}

At about 6:43 P.M. local time (10:43 UTC) on 22 August 1999, the MD-11 was making its final approach to runway 25L when Tropical Storm Sam was {{Convert|50|km|mi nmi|abbr=}} NE of the airport. At an altitude of {{convert|700|ft|m|abbr=}} prior to touchdown a further wind check was reported to the crew: 320 deg/{{convert|28|knots|km/h mph|abbr=}} gusting to {{convert|36|knots|km/h mph|abbr=}}. This resulted in a crosswind vector of {{convert|26|knots|km/h mph|abbr=}} gusting to {{convert|33|knots|km/h mph|abbr=}}, while the tested limit for the aircraft was {{convert|35|knots|km/h mph|abbr=}}.

During the final flare to land, the plane rolled to the right, landed hard on its right main gear and the No. 3 engine touched the runway. The right wing separated from the fuselage. The aircraft continued to roll over and skidded off the runway in flames. When it stopped, it was on its back and the rear of the plane was on fire, coming to rest on a grass area next to the runway, {{convert|3500|ft|m|abbr=off}} from the runway threshold. The right wing was found on a taxiway {{convert|280|ft|m|abbr=}} from the nose of the plane.{{Cite web|url=http://www.info.gov.hk/gia/general/199909/17/0917301.htm|title=Accident Bulletin on China Airlines|website=www.info.gov.hk|access-date=2016-05-31}} As shown in photos of the aircraft at rest, the fire caused significant damage to the rear section of the aircraft but was quickly extinguished due to the heavy rain and quick response from rescue teams in the airport.

Rescue vehicles quickly arrived on the scene and suppressed the fire on and in the vicinity of the aeroplane, allowing rescue of the passengers and crew to progress in very difficult conditions. Two passengers rescued from the wreckage were certified dead on arrival at hospital and one passenger died five days later in hospital.{{Cite news|url=http://www.cnn.com/WORLD/asiapcf/9908/22/china.air.crash.05/|title=2 die, more than 200 hurt in Hong Kong jet crash|date=1999-08-22|work=CNN|access-date=2020-03-01}} A total of 219 people, including crewmembers, were admitted to hospital, of whom 50 were seriously injured and 153 sustained minor injuries. All 15 crew members survived.{{rp|7}}

{{Cns|The final report of the accident blamed it mainly on pilot error, specifically the inability to arrest the high rate of descent existing at {{convert|50|ft|m|abbr=}} altitude on the radar altimeter. The descent rate at touch down was {{convert|18–20|ft/s|m/s|abbr=}}.|date=October 2024}}

The flight data stored in the volatile memory of the aircraft's Quick Access Recorder (QAR) during the last {{convert|500|ft|m|abbr=}} of the approach could not be recovered due to the interruption of the power supply at impact. Probable wind variations and the loss of headwind component, together with the early retardation of thrust levers, led to a {{convert|20|knots|km/h mph|abbr=}} loss in indicated airspeed just prior to touchdown.{{Cite web|url=http://www.cad.gov.hk/reports/main1.pdf|title=Report on the accident to Boeing MD11 B-150 at Hong Kong International Airport on 22 August 1999|date=December 2004|website=www.cad.gov.hk|publisher=Civil Aviation Department|location=Hong Kong|access-date=2016-05-31}}

{{Cns|Due to the severe weather conditions forecast for Hong Kong, the flight crew had prepared to divert the flight to Taipei if the situation at Hong Kong was deemed unsuitable for landing. Extra fuel was carried for this possibility, resulting in a landing weight of {{convert|429557|lb|kg|abbr=on}}, 99.897% of its maximum landing weight of {{convert|430,000|lb|kg|abbr=on}}. Based on the initial weather and wind check which was passed along to the crew from Hong Kong during the flight, they believed they could land there and decided against a diversion to Taipei. However, four earlier flights had carried out missed approaches at Hong Kong and five had diverted.|date=October 2024}}

During the final approach, the plane descended along the Instrument Landing System (ILS) glideslope until at about {{convert|700|ft|m|abbr=}}, the crew visually acquired the runway. They disengaged the autopilot but left the autothrottle on. During the flare, the rate of descent was not arrested, the plane landed with the right wing slightly lower. The right landing gear touched down first, the right engine impacted the runway and the right wing was detached from the fuselage. Since the left wing was still attached, the lift from that wing rolled the fuselage onto its right side, and the plane came to rest inverted in the grass strip next to the runway. The spilled fuel caught fire.

Several suggestions were given to China Airlines concerning its training. However, China Airlines disputed the report's findings on the flight crews' actions, citing the weather conditions at the time of the accident and claimed that the aircraft flew into a microburst just before landing, causing it to crash.{{Cite web|url=https://www.defensedaily.com/china-airlines-disputes-official-finding-of-pilot-error/uncategorized/|title=China Airlines Disputes Official Finding of Pilot Error|website=www.defensedaily.com|date=14 February 2005|publisher=Defense Daily|access-date=2020-03-01}}

The landing and crash of Flight 642 was recorded by nearby occupants in a car which also captured their reactions from the witnesses.{{Cite web|url=http://www.airdisaster.com/download/ci611.shtml|title=Airdisaster.com video of China Airlines Flight 642|website=Airdisaster.com|archive-url=https://web.archive.org/web/20031209112950/http://www.airdisaster.com/download/ci611.shtml|archive-date=9 December 2003|url-status=usurped|access-date=2020-03-01}}{{Bsn|reason=The current source is insufficiently reliable (WP:NOTRS).|date=October 2024}}

A photo showing a Mandarin Airlines MD-11 taxiing past the remains of Flight 642 was circulated.{{Cite web|url=https://www.snopes.com/fact-check/a-difficult-cabin-announcement/|title=A Difficult Cabin Announcement|website=Snopes.com|date=11 January 2005 |language=en-US|access-date=2020-03-01}}

The crash was mentioned in Episode 7 of the first Season Extreme Engineering, despite many details being incorrect in the episode.{{Cn|date=October 2024}}

This disaster was also aired on RTHK's Elite Brigade II Episode 2 in 2012.{{Cn|date=October 2024}}

{{Portal|Hong Kong|Taiwan|Aviation|1990s}}

• Martinair Flight 495 – a DC-10 that broke up after a hard landing under similar weather conditions in 1992
• Lufthansa Cargo Flight 8460 – an MD-11 that bounced and broke up on landing in 2010
• FedEx Express Flight 80 – an MD-11 that bounced and flipped on landing in 2009
• FedEx Express Flight 14 – an MD-11 that bounced and flipped on landing in 1997
• List of accidents and incidents involving commercial aircraft

{{reflist}}

{{external media |float=right |width= |image1=[http://www.airliners.net/search?registrationActual=B-150&display=detail Pre-crash photos of B-150]}}

• Civil Aviation Department
• [https://www.cad.gov.hk/english/n1.html Aircraft Accident Report 1/2004 on China Airlines Flight CI642 (Civil Aviation Department, Hong Kong)]
• [https://www.cad.gov.hk/reports/main1.pdf Final Report]
• [https://www.cad.gov.hk/reports/app1.pdf Appendices]
• {{in lang|en}} {{YouTube|title=Video of the incident|id=JuoeYaR4MP4}}
• {{in lang|es}} {{YouTube|title=Video of the incident|id=9cRP1-CzyC0}}
• {{cite web|last=Li|first=Alex Fu-hing|url=http://www.hku.hk/hkgcsb/csn/csn46eng/csn5.htm|title=Air crash rescuers praised for courage and gallantry|publisher=Civil Service Bureau|archive-url=https://web.archive.org/web/20001204225300/http://www.hku.hk/hkgcsb/csn/csn46eng/csn5.htm|archive-date=4 December 2000}}

{{Aviation accidents and incidents in Hong Kong}}

{{Aviation incidents and accidents in 1999}}

{{China Airlines}}

Category:Aviation accidents and incidents in 1999

Category:Airliner accidents and incidents caused by weather

Category:Airliner accidents and incidents caused by pilot error

Category:Aviation accidents and incidents in Hong Kong

Category:Accidents and incidents involving the McDonnell Douglas MD-11

Category:Filmed deaths during aviation accidents and incidents

642

Category:Hong Kong International Airport

Category:1999 in Hong Kong

Category:1999 meteorology

Category:August 1999 in China