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1976 Zagreb midair collision |
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British Airways Flight 476, registration G-AWZT, was a Trident 3B en route from London's Heathrow Airport to Istanbul, Turkey on September 10, 1976. Inex-Adria Aviopromet Flight 550, registration YU-AJR, was a Douglas DC-9 en route from Split, Croatia to Cologne, West Germany. The two aircraft collided in mid-air at 10:41 UTC near the city of Zagreb, Croatia, killing all 176 aboard both aircraft. The accident became known as the Zagreb mid-air collision and is one of the worst accidents in aviation history.
IntroductionIn the mid-1970s the Zagreb air traffic control region was one of the busiest in Europe despite being seriously undermanned and poorly equipped. The Zagreb VOR was a reporting point for a number of congested airways between northern Europe and southeastern Europe, the Middle East, and beyond. The airspace was divided into three sectors by altitude: the lower sector below 24,000 feet, the middle sector from 24,000 to 31,000 feet, and the upper sector above 31,000 feet. British Airways Flight 476British Airways Flight 476 (also known as British European Airways 476) departed Heathrow at 08:32 UTC as flight BEA476. At the controls of the Trident 3B was experienced captain Dennis Tann (born June 21, 1932), who by the time of the accident had accumulated 10,781 flying hours. He was assisted by first officer Brian Helm and acting first officer Martin Flint. The flight was uneventful until the aircraft reached the Zagreb VOR. Inex-Adria Aviopromet Flight 550Inex-Adria Flight 550 departed Split, Croatia at 09:48 UTC bound for Cologne, West Germany as flight JP550. At the controls sat captain Jože Krumpak and first officer Dušan Ivanuš. Air traffic controllersAt the time of the accident there were five controllers (and chief of shift) in Zagreb Area Control Center:
The accidentFlight 476 established contact with the Zagreb ACC upper sector controller Gradimir Tasić on 134.45 MHz at 10:04:12 UTC:
To get clearance for a higher level, it was necessary to obtain the permission of the upper sector controller. Erjavec waved his hand to get Tasić's attention, but Tasić (who was working the upper sector on his own, as Hochberger gone to search for Tepeš) was far too busy to be interrupted. Pelin was then instructed to co-ordinate the climbout for the DC-9 with Tasić. According to Pelin, he walked to the upper sector console holding JP550's flight progress strip. He asked Tasić if the DC-9 could climb to FL350. Tasić took the strip from Pelin and looked at it, then asked where the aircraft was at the moment. Pelin then pointed to a blip on the screen approaching Kostajnica. Tasić's response was 'yes, it could climb'. Pelin then noticed an aircraft on the screen coming from the direction of Metlika and asked Tasić about it, who said 'wait until they cross'. Pelin referred to the middle sector screen to make sure that he had identified the DC-9 positively on the upper sector screen. He then returned to Tasić and they both watched the targets pass each other, at which point Tasić authorized JP550 to climb. Pelin then called out to Erjavec and said 'yes, climb it'. Upon Erjevec receiving the OK from Pelin, he instructed the DC-9 to climb to FL350. That was at 10:07:40. At 10:12:03 JP550 called the Zagreb middle sector controller to inform them that the aircraft was out of flight level 310. The last instructions given by Erjavec to JP550 were to call the upper sector controller on 134.45MHz and to stop squawking the assigned squawk code. By instructing JP550 to squawk Standby, Erjavec simply released a code allocated for the middle sector. The data tag for the DC-9 would now disappear from his screen and the aircraft would become merely a point among many others. If everything about this handover had been normal, the DC-9 would have been given a new code on initial contact with the upper sector controller and would have been positively identified on the upper sector screen with its flight number and altitude readout. But this had not been a normal handover because of the ill-handled coordination for the climb. Also, Tasić was busy with other traffic and JP550 did not immediately contact the upper sector controller. This could have been because the frequency was busy, but the pilots might also have delayed the call for some unknown reason. At 10:14 JP550 contacted the upper sector controller as it was passing through 32,500 ft.
The unmarked radar paint (or blip) representing JP550 was now merging with that of BEA476 over the Zagreb VOR. To convey the gravity of situation to the Slovene pilot as clearly as possible, Tasić used the Croatian language.
As Tasić watched his screen, he saw the two paints merge, pass for a moment, and then vanish from the screen. He called out to BEA476 and asked it to report passing the next waypoint at Našice.
Tasić continued to call the two aircraft, ignoring calls from other aircraft.
The two aircraft collided over the village of Vrbovec. The last 5 meters of the DC-9s left wing sliced through the Trident's cockpit section. The DC-9 went into an immediate nose dive; the Trident remained in flight for a short while before going down. All 176 people aboard both aircraft were killed. TrialBy noon that day, all controllers were in custody for interrogation. Later, all were released except Tasić, who remained in custody until the trial. The trial opened on April 11, 1977 in Zagreb District Court. All the controllers were indicted under the Penal Code of Yugoslavia, Articles 271-72 as "persons who by endangering railway, sea or air traffic, threaten the lives of men or property". Tasić was the only one to be found guilty; he was sentenced to seven years imprisonment. After a petition by air traffic controllers, it was determined that Tasić had been used as a scapegoat, and he was released on November 29, 1978. He had served over two years and three months in prison. References
External links
Categories: Midair airliner crashes | Zagreb | Transport in Croatia | 1976 disasters | 1976
Source: en.wikipedia.org
The above document is available under GNUFDL
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