PSA Flight 182

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Pacific Southwest Airlines Flight 182

Hans Wendt's photograph of PSA Flight 182 falling
Summary
Date September 25, 1978
Type Mid-air collision
Site San Diego, California
Total injuries 9 (on ground)
Total fatalities 144 (7 on ground)
Total survivors 0
First aircraft
Type Boeing 727-214
Operator Pacific Southwest Airlines
Tail number N533PS
Flight origin Sacramento Int'l Airport
Stopover Los Angeles Int'l Airport
Destination San Diego Int'l Airport
Passengers 128
Crew 7
Survivors 0
Second aircraft
Type Cessna 172
Operator Gibbs Flite Center, Inc.[1]
Tail number N7711G
Flight origin Montgomery Field
San Diego, California[1]
Crew 2
Survivors 0

Pacific Southwest Airlines (PSA) Flight 182, registration N533PS, was a Boeing 727-214 commercial airliner that collided over San Diego, California with a private Cessna 172 on September 25, 1978. The death toll of 144 makes it the deadliest aircraft disaster in Californian history to date, and it was the first Pacific Southwest Airlines incident involving fatalities. It was also the deadliest plane crash in the history of the United States until American Airlines Flight 191 went down eight months later.

The Boeing crashed into North Park, a San Diego neighborhood, killing all 135 on board. The two men aboard the Cessna died, as did seven people on the ground, including a family of four. Nine others on the ground were injured and 22 homes were destroyed or damaged.

Contents

[edit] Incident

Flight 182 was en route to San Diego's Lindbergh Field on a flight from Sacramento, via Los Angeles. It had just begun its final approach into Lindbergh Field at about nine in the morning in full sunlight and clear weather conditions when it overtook the Cessna from behind, and collided with it in their descent. The Cessna was being flown by two licensed pilots (not by a single student pilot as is often incorrectly stated). One Cessna pilot was 32-year-old Martin B. Kazy Jr., who possessed single-engine, multi-engine and instrument flight ratings, as well as a commercial certificate and an instrument flight instructor certificate. The other, 35-year-old David Boswell, a U.S. Marine Corps sergeant, possessed single-engine, multi-engine ratings and a commercial certificate and was at the time of the accident practicing ILS approaches under the instruction of Kazy in pursuit of his instrument rating. They had departed from Montgomery Field, and were navigating under VFR which did not require the filing of a flight plan.

# = Nonpertinent word * = Unintelligible word () = Questionable text (()) = Commentary
Communication between PSA 182 and controllers
Time Source Content
08:59:39 San Diego
approach control		 PSA one eighty-two, additional traffic's ah,
twelve o'clock, three miles just north

of the field, northeastbound, a Cessna
one seventy-two climbing VFR out of
one thousand four hundred
08:59:39 Flight engineer Yeah ((Sound of laughter))
08:59:39 First officer Very nice
08:59:41 Flight engineer He really broke up laughing
I said so I'm late
08:59:48 ((Off duty captain relays an anecdote until 09:00:10))
08:59:50 First officer Okay we've got that other twelve

The PSA pilots reported that they saw the Cessna after being notified of its position by ATC, although cockpit voice recordings revealed that shortly thereafter the PSA pilots no longer kept the Cessna in sight and were speculating about its position; at one point the 727's captain radioed the tower, "Okay, we had it there a minute ago... I think he's passed off to our right". However, the controller heard this transmission as "He's passing off to our right" and assumed the PSA jet had the Cessna in sight.

After getting permission to land, and about 40 seconds before colliding with the Cessna, the conversation among the four occupants of the cockpit (captain, first officer, flight engineer and an off-duty PSA captain who was riding in the cockpit's jump seat) was as follows:

# = Nonpertinent word * = Unintelligible word () = Questionable text (()) = Commentary
Time Source Content
09:01:11 First officer Are we clear of that Cessna?
09:01:13 Flight Engineer Supposed to be
09:01:14 Captain I guess
09:01:15 First officer (Fifteen)
Between 09:01:15 and 20 Unknown ((Sound of laughter))
09:01:20 Off-duty captain I hope
09:01:21 Captain Oh yeah, before we turned downwind,
I saw him at about one o'clock,
probably behind us now

Actually, the Cessna was directly in front of and below the Boeing, and the PSA jet was descending and rapidly closing in on the small plane, which had taken a right turn to the east, deviating from the course assigned to it. According to the report issued by the National Transportation Safety Board (NTSB), the Cessna may have been a difficult visual target for the jet plane's pilots, as it was below them and blended in with the multicolored hues of the residential area beneath, and the apparent motion of the Cessna as viewed from the Boeing was minimized as both planes were on approximately the same course. The report said that another possible reason that the PSA aircrew had difficulty observing the Cessna was that its fuselage was made visually smaller due to foreshortening. However, the same report in another section also stated that "the white surface of the Cessna's wing could have presented a relatively bright target in the sunlight."

A visibility study cited in the NTSB report concluded that the Cessna should have been almost centered on the windshields of the Boeing from 170 to 90 seconds before the collision, and thereafter it was likely positioned on the lower portion of the windshield just above the windshield wipers. The study also said that the Cessna pilot would have had about a 10-second view of the Boeing from the left-door window about 90 seconds before the collision, but visibility of the overtaking jet was blocked by the Cessna's ceiling structure for the remainder of the time.

Flight 182's crew never explicitly alerted the tower that they had lost sight of the Cessna. If they had made this clear to controllers, the crash might not have happened. Also, if the Cessna had maintained the heading of 70 degrees assigned to it by ATC, the NTSB estimates the planes would have missed each other by about 1000 feet (305 meters) instead of colliding, but the NTSB also stated that regardless of that change in course, it was the responsibility of the crew in the overtaking jet to comply with the regulatory requirement to pass "well clear" of the Cessna.

Approach Control on the ground picked up an automated conflict alert 19 seconds before the collision but did not relay this information to the aircraft because, according to the approach co-ordinator, such alerts were commonplace even when there was no actual conflict. The NTSB stated: "Based on all information available to him, he decided that the crew of Flight 182 were complying with their visual separation clearance; that they were accomplishing an overtake maneuver within the separation parameters of the conflict alert computer; and that, therefore, no conflict existed."

This was the conversation in the PSA cockpit starting 16 seconds prior to collision with the Cessna:

# = Nonpertinent word * = Unintelligible word () = Questionable text (()) = Commentary
Time Source Content
09:01:31 First Officer Gear down
09:01:34 ((Clicks and sound similar to gear extension))
09:01:38 First officer There's one underneath
09:01:39 Unknown *
09:01:39 First officer I was looking at that inbound there
09:01:42 ((Sound of thump similar to nose gear door closing))
09:01:45 Captain Whoop!
09:01:46 First officer Aaargh!
09:01:47 ((Sound of impact))
09:01:47 Off-duty Captain Oh # #

The impact broke N7711G to pieces. Its vertical stabilizer was not only torn from its fuselage but also bent leftward; its debris fell directly to the ground around 3500 feet from where the 727 went down. PSA 182's right wing was heavily damaged, rendering the plane uncontrollable, and the fuel tank inside it had ruptured and started a fire, when this final conversation took place inside the cockpit:


# = Nonpertinent word * = Unintelligible word () = Questionable text (()) = Commentary
Communication between PSA 182 and controllers
Time Source Content
09:01:48 Unknown #
09:01:49 Captain Easy baby, easy baby
09:01:50 Unknown Yeah
09:01:51 ((Sound of electrical system reactivation tone on voice recorder,
system off less than one second))
09:01:51 Captain What have we got here?
09:01:52 First officer It's bad
09:01:52 Captain Huh?
09:01:53 First officer We're hit man, we are hit
09:01:55 Captain Tower, we're going down, this is PSA
09:01:57 Lindbergh tower OK, we'll call the equipment for you
09:01:58 Unknown Whoo!
09:01:58 ((Sound of stall warning))
09:01:59 Captain This is it, baby
09:01:59 Unknown Bob
09:02:00 First Officer # # #
09:02:01 Unknown # #
09:02:03 Captain (on intercom, to passengers) Brace yourself
09:02:04 Unknown Hey, baby *
09:02:04 Unknown Ma, I love yah
09:02:04.5 ((Electrical power to recorder stops))

Flight 182 struck the ground in a high-speed nose-down attitude, while banked 50° to the right. Seismographic readings indicated that the impact occurred at 09:02:07, about 2.5 seconds after the cockpit voice recorder lost power. The coordinates for the Boeing crash site are 32°44′37″N 117°07′14″W / 32.74361, -117.12056Coordinates: 32°44′37″N 117°07′14″W / 32.74361, -117.12056. The largest piece of the Cessna impacted about six blocks away. The initial impact of the jet was approx. 30 feet north of the intersection of Dwight and Nile streets, with the debris field spreading in a northeast to southwesterly direction towards Boundary Street.

Sequence of events leading to the collision, X - PSA 182 ♦ - Cessna 172

[edit] Investigation

The NTSB determined that the probable cause of the accident was the failure of the PSA flight crew to follow proper air traffic control (ATC) procedures. Flight 182's crew lost sight of the Cessna in contravention of the ATC's instructions to "keep visual separation from that traffic", and did not alert ATC that they had lost sight of it. Errors on the part of ATC were also named as a contributing factor, including the use of visual separation procedures when radar clearances were available. Additionally the Cessna pilots, for reasons unknown, did not maintain their assigned east-northeasterly heading of 070 degrees after completing a practice instrument approach, nor did they notify ATC of their course change.

A dissenting opinion in the NTSB crash report by member Francis H. McAdams strongly questioned why the unauthorized change in course by the Cessna was not specifically cited as a "contributing factor" in the final report; instead, it was listed as simply a "finding", which carries less weight. McAdams also "sharply disagreed" with the majority of the panel on other issues, giving more weight to inadequate ATC procedures as another "probable cause" to the incident, rather than merely treating them as a contributing factor. McAdams also added the "possible misidentification of the Cessna by the PSA aircrew due to the presence of third unknown aircraft in the area" as a contributing factor. The majority panel members did not cite this as a credible possibility.

[edit] Aftermath

In the aftermath of the devastation on the ground, a controversy renewed in San Diego about why such a busy airport should be situated in a heavily populated area. Despite relocation proposals in search of an alternative to San Diego International Airport, the destination for Flight 182 remains in use and is the busiest single-runway commercial airport in the United States.[2]

As a result of the collision the NTSB recommended the immediate implementation of a Terminal Radar Service Area around Lindbergh Field to provide for the separation of aircraft, and also recommended an immediate review of control procedures for all busy terminal areas. The impact of these recommendations is reflected in today's arrangement of airspace around Lindbergh Field; a Class B area (formerly referred to as a Terminal Control Area) now exists around Lindbergh to provide for the separation of all aircraft operating in the area.

CG render of PSA 182 colliding with N7711G

Staff photographer Hans Wendt of the San Diego County Public Relations Office was attending an outdoor event with a still camera, and was able to take two photographs of the falling Boeing after the collision with the Cessna.[3] Cameraman Steve Howell from local TV channel 39 was attending the same event as Wendt, and captured the Cessna on film as it fell to earth. For its coverage of the disaster, The San Diego Evening Tribune, a predecessor to The San Diego Union-Tribune, was awarded a Pulitzer Prize in 1979 for "Local, General, or Spot News Reporting."[4]

Plaque honoring crash victims

One of the victims on board PSA Flight 182 was Alan Tetelman, professor of metallurgy at UCLA and president of Failure Analysis Associates (now Exponent), en route to investigate a U.S. Navy helicopter crash. In addition to the PSA crew of seven, over 30 of the passengers on board Flight 182 were employees of PSA commuting to the airline's San Diego headquarters/base. A memorial plaque honoring everyone who died on both planes and on the ground is located in the San Diego Aerospace Museum, near the Theodore Gildred Flight Rotunda. On the 20th anniversary of the crash, a tree was planted next to the North Park library, and a memorial plaque was dedicated to those who lost their lives. The library is not in the immediate vicinity of the actual crash site, which is completely rebuilt and bears no visible evidence of the crash.

In a fact-following-fiction scenario, the NBC telemovie Emergency!: Survival on Charter #220 (effectively a two-hour Emergency! episode filmed after the show was no longer a weekly series) had been aired in March 1978, six months before the accident involving PSA Flight 182. It detailed the accidental daytime mid-air collision of a Douglas DC-8 airliner and a much smaller two-person aircraft and the resulting crash in a residential area of Los Angeles County.

News footage of the aftermath of the crash was featured in the mondo film Faces of Death.

Automobile bumper stickers were soon seen proclaiming "PSA Rocks North Park" (a play on another bumper sticker of the era: "KGB Rocks San Diego")

[edit] See also

[edit] References

  1. ^ a b Aircraft Accident Report 79-5 (AAR-79-5), National Transportation Safety Board, hosted by PSA history.org, April 20, 1979, http://www.psa-history.org/museum/NTSBAAR7905.pdf, retrieved on 24-12-2007 .
  2. ^ www.san.org
  3. ^ sandiegomag.com
  4. ^ www.pulitzer.org
  • National Transportation Safety Board report NTSB-AAR-79-5
  • Macarthur Job (1996). Air Disaster Volume 2

[edit] External links

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