What Airline Has the Most Crashes?

At 12:30, a bomb exploded in the Las Palmas passenger terminal, leading to its closure due to a potential second bomb threat. Consequently, numerous flights were diverted to Tenerife, including KLM Flight 4805 from Amsterdam and PanAm Flight 1736 from Los Angeles and New York. Las Palmas reopened at 15:00, but congestion on the Tenerife taxiways delayed departures. PanAm passengers stayed on board, ready to leave, but their aircraft had to wait nearly two hours due to the KLM Boeing blocking the entrance to runway 12 for refueling and boarding.

The KLM plane eventually backtracked and was preparing for takeoff when a crucial communication mishap occurred. The Tenerife tower, aware that PanAm 1736 was still on the runway, instructed KLM to stand by, but this message was obscured by simultaneous transmissions, leading to confusion in the KLM cockpit. Despite this, the KLM aircraft commenced takeoff and collided with the PanAm plane still on the runway. The collision resulted in catastrophic damage and fatalities, largely because the KLM crew mistakenly believed they had clearance to take off—a tragic error compounded by communication failures and misinterpretations between the tower and the KLM flight crew.

• Outlined Airlines: Pan American World Airways
• Aircraft Involved: KLM Royal Dutch Airlines Boeing 747-206B and Pan Am Boeing 747-121
• Date: March 27, 1977
• Fatality recorded: 583 (355 occupant fatalities and 248 ground fatalities)
• Survivors: 61
• Particular Crash Cause: Pilot error

JA8119, a Japan Air Lines Boeing 747SR configured for high-density domestic travel, experienced significant damage during a botched landing in Osaka on June 2, 1978, when its tail struck the runway. The rear pressure bulkhead was cracked, necessitating repairs by Boeing, including replacing the lower rear fuselage and part of the bulkhead. Seven years later, on August 12, 1985, after departing Tokyo-Haneda for Osaka, the aircraft encountered severe difficulties twelve minutes into the flight. A decompression event caused by a ruptured rear pressure bulkhead led to the loss of a significant section of its vertical fin and tail cone, severely impacting flight systems control onboard. The aircraft struggled with unstable movements and eventually crashed into the Osutaka Ridge after an uncontrollable descent and climb sequence, resulting in a fatal crash.

The plane crash was primarily attributed to the inadequate repair of the rear pressure bulkhead in 1978, which led to fatigue cracks weakening the structure. These issues were compounded by maintenance oversights that failed to detect the deteriorating condition of the bulkhead, ultimately causing its catastrophic failure in flight and the consequent loss of control onboard.

• Outlined Airlines: Japan Airlines Flight 123
• Aircraft Involved: JAL Boeing 747-146SR
• Airport: Tokyo-Haneda Airport (HND/RJTT)
• Date: August 12, 1985
• Fatality recorded: 520
• Survivors: 4
• Particular Crash Cause: In-flight structure and engine failure

Kazakhstan Airlines Flight 1907, an Ilyushin Il-76, was en route from Shymkent, Kazakhstan, to Delhi when it collided with a Saudi Arabian Airlines Boeing 747 that had just departed Delhi for Dhahran. The incident occurred as both aircraft were navigating Airway G452. The Kazakhstan flight was instructed to descend to FL150, while the Saudi flight was cleared to climb to FL140 on the same airway. Despite air traffic control’s efforts to manage the flights’ altitudes, the Ilyushin descended below its assigned FL150 to 14,500 feet and dropped an additional 310 feet shortly before the collision. Both aircraft subsequently crashed in a rural farming area.

The primary cause of the fatal crash was the unauthorized descent of the Kazakh aircraft to FL140 instead of maintaining the assigned FL150. Contributing factors included the Kazakh pilot error in inadequate English proficiency, leading to misinterpretation of ATC commands, poor airmanship, ineffective Crew Resource Management (CRM), a casual approach to duties, and a lack of standard communication protocols among the crew members.

• Outlined Airlines: Kazakhstan Airlines
• Aircraft Involved: Saudi Arabian Airlines Boeing 747-168B and Kazakhstan Airlines Ilyushin II-76TD
• Airport: Shymkent Airport (CIT/UAII)
• Date: November 12, 1996
• Fatality recorded: 349 (37 occupant fatalities and 312 ground fatalities)
• Survivors: 0
• Particular Crash Cause: Pilot error

On March 3, 1974, flight TK981, a DC-10, departed Istanbul for Paris and London, landing at Paris-Orly at 11:02. After 50 of the 167 passengers disembarked, the aircraft was refueled and prepared for the next leg with 216 additional passengers, many booked due to a British Airways strike. The aircraft took off around 12:30 after delays. Shortly after reaching flight level 60, a catastrophic decompression occurred due to the aft left-hand cargo door opening. This led to the collapse of the cabin floor above, ejecting two triple-seat units with passengers, severely damaging control cables under the floor, and nearly disabling engine no. 2. Despite efforts to stabilize, the aircraft crashed into the Ermenonville forest northeast of Paris.

The cause of the disaster was traced to a malfunctioning cargo door, which appeared locked due to a faulty latching mechanism but wasn’t securely closed. Contributing factors included improper application of service bulletins, inadequate modifications, and lack of a thorough visual inspection through the provided viewport, which had insufficient diameter. The design flaws and inadequate emergency procedures, previously exposed in an earlier incident, had not been effectively addressed, highlighting critical oversights for aircraft safety.

• Outlined Airlines: Turkish Airlines
• Aircraft Involved: McDonnell Douglas DC-10
• Airport: Paris-Orly Airport (ORY/LFPO)
• Date: March 3, 1974
• Fatality recorded: 346
• Survivors: 0
• Particular Crash Cause: Faulty design

Air-India Flight 181/182, operated by a Boeing 747 named “Emperor Kanishka,” journeyed from Bombay, Delhi, and Frankfurt to Toronto, where a spare engine was added for transport to India. After passengers and a new crew of 22 boarded, the flight continued to Montreal, arriving uneventfully. In Montreal, 65 passengers disembarked, leaving 202 in transit. The flight renumbered AI 182, then took on 105 more passengers for its return to Bombay, with stops planned in London and Delhi. After departing Montreal at 02:18 UTC, the aircraft experienced a catastrophic explosion at 07:15 UTC over the Atlantic Ocean at 31,000 feet, leading to rapid decompression and structural disintegration before crashing into the sea. The wreckage, found at a depth of 6700 feet, yielded no direct evidence of an explosive, but circumstantial evidence strongly suggested an explosion in the forward cargo compartment, likely from a suitcase interlined from Vancouver via CP Air, similar to an incident in Tokyo that same day.

The Canadian Aviation Safety Board concluded that an explosion likely caused by a device in the forward cargo compartment led to the aircraft’s destruction. The evidence ruled out structural failure and supported no other explanations for the tragic event that killed all on board.

• Outlined Airlines: Air-India
• Aircraft Involved: Boeing 747-237B (Boeing 747 “Emperor Kanishka”)
• Airport: Montreal-Mirabel International Airport, QC (YMX/CYMX)
• Date: June 23, 1985
• Fatality recorded: 329
• Survivors: 0
• Particular Crash Cause: Circumstantial evidence points to an explosion.

Flight SV163 from Karachi landed in Riyadh for a stopover and took off for Jeddah at 18:08 GMT. Shortly after departure, at 18:15, warnings indicated smoke in the aft cargo area. The aircraft began a return to Riyadh while ascending through FL220. By 18:22, smoke had infiltrated the cabin, causing panic among passengers. At 18:25, the no. 2 engine throttle malfunctioned as the fire spread into the cabin. Despite the chaos in the aisles, the captain urged passengers to stay seated. The aircraft landed back in Riyadh at 18:36 but did not immediately evacuate; instead, it taxied off the runway. The engines were shut down at 18:42, and rescue crews only managed to open the aircraft doors by 19:05, by which time the interior was fully engulfed in flames. All onboard perished in the fire.

The probable cause of the disaster was a fire that started in the cargo compartment, though the ignition source remains unidentified. Critical errors contributed to the tragedy, including the captain’s failure to prepare for immediate evacuation upon forced landing and inadequate emergency training and equipment for rescue personnel.

• Outlined Airlines: Saudi Arabian Airlines
• Aircraft Involved: Lockheed L-1011 TriStar 200
• Airport: Riyadh International Airport (RUH/OERY)
• Date: August 19, 1980
• Fatality recorded: 301
• Survivors: 0
• Particular Crash Cause: Fire, pilot error, additional errors by crew members

American Airlines Flight 191, a McDonnell-Douglas DC-10-10, tragically crashed on takeoff from Chicago-O’Hare International Airport, resulting in the deaths of all 271 on board and two fatalities on the ground. The flight, destined for Los Angeles, began its departure under clear weather conditions with a crew of 13 and 258 passengers. During the takeoff at 15:02:38, as the American Airlines aircraft was nearing lift-off, the No. 1 engine and its pylon detached, vaulting over the wing and crashing onto the runway, emanating white smoke or vapor. The plane managed a brief ascent but lost speed and began rolling to the left. Despite attempts to stabilize, the aircraft continued rolling and crashed in a nearby field and trailer park, just northwest of the runway, after only 31 seconds in the air.

Investigations into American Airlines pinpointed the immediate cause as improper maintenance during an engine/pylon reinstallation using a forklift, which was not an approved procedure and caused critical damage to the pylon structure. This error was exacerbated by the forklift’s inability to handle the precise movements needed for proper reinstallation. Further inspections of DC-10s revealed additional cracked pylon mounts.

Contributory factors for the plane crash included design vulnerabilities and inadequate communication and procedures among maintenance teams, the manufacturer, and the FAA, which did not effectively highlight or mitigate potential risks. The American Airlines Flight 191 accident underscored the catastrophic potential of improper maintenance and regulatory lapses in the aviation industry.

• Outlined Airlines: American Airlines
• Aircraft Involved: Donnell Douglas DC-10-10
• Airport: Chicago-O’Hare International Airport, IL
• Date: May 25, 1979
• Fatality recorded: 273 (271 occupant fatalities and 2 ground fatalities)
• Survivors: 0
• Particular Crash Cause: Improper maintenance

American Airlines Flight 587 was scheduled to fly from New York-JFK to Santo Domingo, Dominican Republic, but faced delays in boarding due to heightened security at gate 22, eventually closing the gate at 08:38 and pushing back at 09:00. After taxiing behind a Japan Air Lines Boeing 747 bound for Tokyo, Flight 587 was warned of wake turbulence and held at runway 31L. The American Airlines flight was cleared for takeoff at 09:13:27, about two minutes after the JAL 747 had taken off. Shortly after the American Airlines flight takeoff and during a climbing left turn, the crew experienced a significant increase in unusual noises and vibrations attributed to wake turbulence. This was followed by severe control issues involving excessive rudder inputs by the first officer, which separated the entire vertical tail fin at around 2,500 feet. The American Airlines aircraft then entered an uncontrolled descent, resulting in both engines detaching and crashing into a residential area in Queens.

The American Airlines accident was likely caused by the vertical stabilizer’s in-flight separation due to loads beyond the design limit caused by the first officer’s excessive rudder pedal inputs. Contributing factors included the Airbus A300-600’s rudder system design characteristics and the training protocols under American Airlines’ Advanced Aircraft Maneuvering Program.

• Outlined Airlines: American Airlines
• Aircraft Involved: Airbus A300B4-605R
• Airport: New York-John F. Kennedy International Airport, NY (JFK/KJFK)
• Date: November 12, 2001
• Fatality recorded: 265 (260 occupant fatalities and 5 ground fatalities)
• Survivors: 0
• Particular Crash Cause: Pilot error

China Airlines Flight 140 from Taipei to Nagoya encountered a critical situation during its approach due to the first officer’s inadvertent activation of the GO levers. This action shifted the autothrottles to go-around mode, causing an unexpected increase in thrust and misalignment with the intended glide path. Attempts to manually correct the approach led to further complications when the autopilot was mistakenly re-engaged in go-around mode, creating conflicting control inputs and causing the aircraft to become severely out-of-trim.

As the aircraft approached 700 feet, the misalignment of the horizontal stabilizer at its nose-up limit and the activation of the Alpha Floor function, which increases thrust during high angles of attack, exacerbated control issues. Despite the captain’s efforts to execute a go-around, the misconfigured flaps and increased pitch led to a stall and a catastrophic ascent to 1,730 feet, followed by a stall and crash near the runway.

The crash was primarily due to the unintended activation of the GO lever and the subsequent autopilot engagement in an incorrect mode, leading to an out-of-trim condition poorly managed by the flight crew. Contributory factors included inadequate warnings for out-of-trim conditions, insufficient crew understanding of flight systems, and the lack of mandatory service bulletins regarding aircraft maintenance and safety by the manufacturer and regulatory bodies.

• Outlined Airlines: China Airlines
• Aircraft Involved: Airbus A300B4-622R
• Airport: Taipei-Chiang Kai Shek International Airport (TPE/RCTP)
• Date: April 26, 1994
• Fatality recorded: 264
• Survivors: 7
• Particular Crash Cause: Pilot error and improper training of air travel staff

A McDonnell Douglas DC-8-61 operated by Canadian airline Nationair for Nigeria Airways crashed near Jeddah, Saudi Arabia, killing all 261 people aboard. The flight, carrying Hajj pilgrims back to Nigeria, experienced a catastrophic failure shortly after takeoff from Jeddah’s King Abdulaziz International Airport. During the takeoff run, the aircraft encountered tire failures and subsequent fires due to under-inflated tires and overloading. This mechanical breakdown led to structural damage, further exacerbated when the landing gear was retracted, bringing burning debris into contact with critical aircraft systems.

The crisis unfolded quickly as the aircraft ascended; tire remnants caught fire, rapidly spreading through the hydraulic and electrical systems and, ultimately, the cabin. Despite efforts to return to the airport, the plane lost structural integrity and crashed. The investigation highlighted severe lapses in maintenance protocols, including tire pressure checks and unauthorized personnel signing off on the aircraft’s airworthiness. The lack of adequate warning systems for tire failure and the decision to retract the landing gear after the tire failure was also criticized. The organizational and operational shortcomings at Nationair contributed significantly to the tragedy, underscoring the critical need for rigorous maintenance and adherence to safety regulations in aviation operations.

• Outlined Airlines: Nigeria Airways
• Aircraft Involved: McDonnell Douglas DC-8-61
• Airport: Jeddah-King Abdulaziz International Airport
• Date: July 11, 1991
• Fatality recorded: 261
• Survivors: 0
• Particular Crash Cause: Improper maintenance