The Crash of Flight 123

The second focus surface area under scrutiny is the roles of the buff and co-pilot in making reserve responses to the emergencies that developed immediately before the crash. Third, and most intriguing, is the alleged want of cooperation between the Japanese and American authorities over a rescue mission, which some argue may bugger off salve the lives of more survivors of the devastating impact. Only four people break loose alive from the wreckage of Flight 123.

Upon investigation, it was discovered that back in 1978 speculative repairs had been made in Osaka by Boeing engineers. The plane's tail section had moved(p) the tarmac in a heavy landing, causing constitute to the tail. The fuselage plate did not extend across the full station of the damage, leaving a single line of rivets to carry the subvert of three lines. Boeing's fuselage repair specifications reveal that a single speech of rivets is insufficient to hold the panel in place (Lisk 1). Questions have been raised as to the reasons for the trouble of Boeing's repair-work inspection procedures, a failure in the quality control of engineering which ultimately cost 520 families dearly.

Boeing settled 377 of the lawsuits filed by victims' families out of court.

Japan Airlines accepted a ruling of contributing negligence for failing to address describe whistling noises which had been heard intermittently from the fuselage for some years precedent to the catastrophic structural failure (Wikipedia 1).

Photograph illustrating the missing tail-fin.

An unknown amateur photographer took an grasp (endnote) at some stage after the tail-fin sheared away. In 1995, debris from the airliner was found in Sagami Bay, located approximately xii minutes along the JAL 123 flight path. Tail fin sections, disgrace rudder, rear fuselage panels and power unit ducting were located, conclusively confirming the lay at which the stabilizing fin had detached (Lisk 1) and exonerating the crew of pilot error.

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