REPORT ON CIVIL AIR TRANSPORT COMPANY LIMITED BOEING 727-92C B-1018 ACCIDENT

• Document Type: FOIA
• Collection: FOIA Collection
• Document Number (FOIA) /ESDN (CREST): 00176335
• Release Decision: RIFPUB
• Original Classification: U
• Document Page Count: 9
• Document Creation Date: October 23, 2023
• Document Release Date: August 10, 2023
• Case Number: F-2020-01859
• Publication Date: April 2, 1968

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OFFICE OF SECRETARY-LEGAL COUNSEL
Translation No. D-263
REVD WAS APR 2 1968
Confidential
CIVIL AERONAUTICS ADMINISTRATION
. MINISTRY OF COMMUNICATIONS.
REPORT
ON
CIVIL AIR TRANSPORT COMPANY LIMITED
.BOEING 727-92C B-1018
ACCIDENT
(with. Minutes of Inquiry Board Meetings)
February 28, 1968
/")
Distribution: Remarks:
AACL : MGDR (via Presi e t) (.1.) Received from CCAA March 20.
SA/P � /7
D/SAFE
VP FO
VPTS
VPT&S
T/C
AVP
File (4)
CATCL: CB
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forOffice of Secretary-Legal Counsel
March 27, 1968
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I. Synopsis
Civil Air Transport Company Limited aircraft Boeing 727-92C B-1018
crashed and was destroyed near Linkou at 2118L, 16 February 1968.
An investigation team (consisting of Safety Chief T.K. Chao, Engi-
neering Inspector F.S. Tseng, Taipei Safety Section's S.P. Hsieh
and J.C. Han and ATC's C.K. Chao) was immediately dispatched by -
Civil Aeronautics Administration for investigation at crash site.
Upon receipt of report from this team, CAA called an accident inquiry
board pursuant to CCAR on Accident Handling.
The first meeting of the inquiry board was held on February 21, attended
by MOC Assistant K.E. Hsiao and Section Chief T.T. Hu,- CAA Safety Chief
T.K. Chao, Taipei Airport Manager W.J. Tien, ATC Chief W.C. Tien, Per-
sonnel Licensing Section Chief C. Yeh, Engineering Inspector F.S. Tseng,
Taipei Safety Section Chief S.P. Hsieh, Acting Communications Chief
T.f. Hsieh, Weather Chief L.C. Ying, aria CATCL's VPFO T.L. Boyd, VPTS
A. Wueste, DFD Donald Teeters, Planning Manager K.C. Liang, Inspector
c.r. Chang. Present as observers were USFAA's J. Bushnell and W. Evans,
USAF ATC Adviser Ben H. Lawson. Minutes of the meeting are as attached.
The second meeting of the inquiry board was held on February 22, attended
by MCC's Assistant K.E. Hsiao and Section Chief T.T. Hu, Expert K.C. Jen,
CAA's Director H.Y. Lai, Safety Chief T.K. Chao, Personnel Licensing
Section Chief C. Yeh, Engineering Inspector F.S. Tseng,. ATC Chief W.C.
Tien, ATC Assistant Chief Y.M. Liu, Facilities Chief H.W. Tien, Acting
Communications Chief T.Y. Hsieh, Taipei Safety Section-Is S.P. Hsieh and
J.C. Han, and CATCL's DFD Donald Teeters, Planning Manager.K.C. Liang,
VPFO T.L. Boyd and D/SAFE D.E. Dreifus. Present as observers were
USFAA's J. Bushnell and W. Evans, USAF'ATC Adviser Ben H. Lawson, Boeing
Technical Representative W.J. Hanson, Test Pilot Don Knutson,-Represen-
tative G.W. McElroy. Questioned at the meeting were pilot Hugh H. Hicks,
co-pilot P.H. Wong and third crew C.P. Chang. Minutes of the meeting
are as attahed.
The third meeting of the inquiry board was held on February 23, attended
by MOC's Assistant K.E. Hsiao and Section Chief T.T. Hu, Expert P.M. Fu,
CAA's Director H.Y. Lai, Safety Chief T.K. Chao, Personnel Licensing
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Section Chief C. Yeh, Engineering Inspector F.S. Tseng, ATC Chief W.C.
Tien, ATC Assistant Chief Y.M. Liu, CATCL's DFD Donald Teeters, D/SAFE D.E.
Dreifus and Planning Manager K.C. Liang. Present as observers were
USFAA's J. Bushnell and W. Evans, USAF ATC Adviser Ben H. Lawson, Boeing
Technical Representative W.J. Hanson, Test Pilot Don Knutson, Represen-
tative G.W. McElroy. Minutes of the meeting are as attached.
This report is compiled on the basis of minutes of the three inquiry
board meetings forwarded by convenor Director H.Y. Lai and such data
as statements by Stuart E. Dew and Hugh H. Hicks, CAT February 16 flight
crew schedule (Attachment I) which shows the names
being added in pen to other typewritten names, and
in Hongkong (Attachment II) which shows Dew as the
inconsistent with admittance by Dew and Hicks that
the plane from flight takeoff till accident
Time and place
of Hicks and B.K: Eng
flight plan as filed
pilot-in-command,
Hicks was piloting
of the accident and number of casualties are as follows:
1.
Place �
Tea farm near Tou-Hu, Hunan Village, Linkou
Hsiang, Taipei Hsien
2.
�
Time
2118L, 16 February 1968
3.
Aircraft owner �
Civil Air Transport Company Limited
4.
Aircraft identity:
B-1018 (Boeing 727-92C)
5.
Crew �
11 (8 injured, 3 missing)
6.
Passengers
52 (34 injured, 18 killed)
7.
Flight nature �
Scheduled Hongkong-Taipei flight
8.
Flight phase
Approach to Taipei airport
9.
Accident nature
Crash and destruction by fire
The 5-man CAA team started work at crash site at 10 a.m., February 17,
which included the tracing and measuring of touchdown, roll, climb, and
impact with obstructions. At 1225, the plane's Flight Recorder was
located among ashes. At approximately 1600; the Voice Recorder also
was located. These two instruments, although burned, were in fine
appearance and after having been included in a listing prepared by
security agencies, were released to CAA on February 19 and placed
_under seal for study and reference in accident cause determination.
A sketch of the crash scene has been made out as per Attachment IV.
For readouts of flight recorder and glide path charts, please see
attachment V.
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II. Data
1.
Aircraft Data
(1) Registry number
(2) Make and type .
(3) Engines
(4)
(5)
(6)
(7)
Registration certificate
B-1018
poeing 727-92C, MSN 19175
P&W JT8D-1/7
No. 1: P653671B
No. 2: P654393
No. 3:; P65392413
No. 56-238 dated 6 January
1968
Certified airworthy period 6 January 1968 to 5 January
1969
Date of manufacture . .3 August 1966
Authorized gross takeoff weight: 161,000 lbs:
2. Cockpit Seating and Crew Data
According to.flight. plan filed at Hongkong, captain of the flight
was Stuart E. Dew but the person actually at the controls. has been
determined to be Hugh H. Hicks, who was in the captain seat at front
left, with P.H. Wong in the co-pilot seat at front right,. whereas
Dew was 'seated behind Hicks and C.P. Chang in flight mechanic seat
behind.P.H. Wong.
(1) Stuart E. Dew, Air Asia Company Limited pilot assigned to.CATCL
under contract, holder of CCAA Airline Transport Pilot license
(No. 10110 issued 8 July l94) and rating and USFAA Airline
Transport Pilot license (No. 202504 issued 23 June 1961).
AACL had assigned Dew to Southern Air Transport for Boeing 727
training (training time: 27:11 hours), after completion of
which he served as SAT's Boeing 727 captain, having logged a
total of 104:24 Boeing 727 hours up till the present. CATCL
purchased a Boeing 727 in January 1968 in replacement of Convair
880 for international scheduled operations and Dew was re-
assigried by AACL to CATCL, having since logged 26:55 Boeing 727
hours. He was found physically fit on 11 August 1967.
(2) P.H. Wong, AACL co-pilot assigned to CATCL under contract and
holder of CCAA Airline Transport Pilot license (No. 10436
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issued 19 June 1967) and rating had been sent by AACL for
Boeing 727 training with SAT (training time: 35:06 hours)
after completion of which he served as SAT Boeing 727 co-
pilot, having logged a total of 108:55 Boeing 727 hours. He
was found physically fit on 9 February 1968.
(3)
C.P. Chang, AACL co-pilot assigned to CATCL under contract
and holder of CCAA Commercial Pilot license (No. 30029 issued
24 May 1960) and rating, had been sent by AACL for Boeing 727
flying and third crew, (flight mechanic) training with SAT
(training time: 30:58 hours), after completion of which he
served as SAT Boeing 727 co-pilot or third crew, having
logged a total of 122:29 Boeing 727 hours. He was found
physically fit on 6 November 1967.
(4) Hugh H. Hicks (whose_ name appears in pen on the typewritten
flight crew schedule),.AACL pilot assigned. to CATCL under con-
tract, serving as Assistant Director of Flying Division and holder
of CCAA Airline Transport Pilot License (No. 10089 issued 29
June 1961) and rating and USFAA Airline Transport Pilot license
(No. 1728-40 issued 18 May 1941), had been sent by AACL for
Boeing 727 training at Boeing Company in Seattle (training
time: 28:25 hours), after completion of which he served as
SAT's Boeing 727 captain, having logged a total of 142:13
Boeing 727 hours up till the present. CATCL purchased a
Boeing 727 in January 1968 in replacement of Convair 880 for
international scheduled operations and Hicks was reassigned,
by AACL to CATCL, having since logged 2:33 Boeing 727 hours.
Since leaving SAT Hicks had not served as Boeing 727 captain
for 56 days. He was found physically fit on 6 November 1967.
(5)
B.K. Eng, AACL co-pilot assigned to CATCL under contract and
holder of CCAA Airline Transport Pilot license (No. 10172
issued 20 April l960) and rating, had been sent by AACL for
Boeing 727 flying and third .crew (flight mechanic) training
with SAT (training time: 62:52 hours), after completion of
which he served as SAT Boeing 727 co-pilot or third crew,
having logged a total of 156:51 Boeing 727 hours. He was
found physically fit on 25 September 1967.
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Weather Data at Time. Of Accident
(1) Precipitation;
(2) Scattered:1,000.feet, broken 2,500 feet, overcast 6,000 fee
(3) Visibility: 4-miles
(4) Wind velocity: 13 knots/100�;.
(5) Atmosphere pressure: 30.17";
(6) Temperature: 12�C;
(7) Dew point: 10�Q. .
For analysis of weather around 2100L, February 16, see attachment VI.
Air Traffic Control Data:
The aircraft departed Hongkong for Taipei .2018L February 16, con-
tacted Taipei. Control at 2045L via 126.7 to report crossing Yellow
Tail, into Taipei Flight.Information'Region, cruising. altitude 29;900
feet. At 2059L, the aircraft reported via 125.5 MC aS
Makung VOR and was cleared to descend to: 11,000 feet. At. 2111L,
it reported passing Hsinchu NDB,(P0) at 11,000 feet, contacted
Taipei Approach via 119.7 MC and�was cleared to further descend to
5,000 feet over TaoyUan NDB .(GM) and 2,000 feet over outer marker
(LK) for west.ILS.approach. Taipei weather data then prevaili'ng
were duly furnished the air9raft.
At 2118L, the plane reported approaching' LK at 2;000 feet for ILS
approach and was directed by Taipei Approach for conact with
Taipei Tower. The pilot called Taipei Tower via 118.1 MC for
landing instructions and was told to continue ILS approach, using
runway 10, with wind and other data duly furnished, and to report
again upon sighting approach liht,--whi'�was duly acknowledged
by the pilot.
Further contact attempts by Taipei Tower and Taipei Control via
assorted VHF frequencies up till 2126L all failed. Realizing '
the seriousness, ATC immediately notified Taipei Airport Safety
Section, CATCL, S&R Center; At 2150L, Taipei Control was notified
by Air Combat Command by phone', of the airCraft'S having crashed'
near Linkou. ATC/B-1018 conversations as tape-recorded were as
per Attachment VII.
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Rescue
Upon. receipt of Tower advice at 2126L, Taipei Safety Section im-
mediately dispatched a fire engine and the six firemen on duty to
rush to the crash scene. As they arrived at 21581" injured persons
were already being conveyed to hospitals in Taipei and fire engines
of USAF Linkou Air Station had also arrived. The CAA fire brigade
participated in the fire-fighting until powder supply was exhausted
and the fire brought under control. The firemen then joined the
search for bodies of perished persons and were forced by insuffici-
ent illumination, strong wind and rain to halt and resume work
until after daybreak.
6. � Wreckage
According to pattern of the.wreckage at crash scene, the plane came
to a halt at a heading of 240., with tracks covering 546 meters in
length and 60 meters in width.
The .airframe disintegrated at the middle and, save a small portion,
was completed burnt. The tail section came loose and was found
unburned but upside down about 100 meters away. The left wing broke
at root and was found, slightly burnt, alongside the fuselage, with
flap down and leading edge slats in fully extended position. The
right wing also came apart at root, about 15 meters away, flap and
leading edge slats having become broken and scattered about. The
three engines with varying degrees of outward damage, had broken
loose. The main gears and nose gear all broke at struts. Positions
of the-remnants are noted in the sketch (Attachment
7. Readouts of flight reorder, voice recorder and-ATC/B-1018 conver-
sations are as per attachments Irza, IX and VII.
8. *Passenger Statements
(1) S.F. Tsang (seat 10A): Heard "Tung-l.tung" sound at time of
takeoff. At 2120,.the.hostesssannounced landing in 5 minutes.
Did not fasten seat belt. -The plane began to shake and flames
were seen.
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// (2) H.Y. Fung (seat 12E): Felt something abnormal at 2050 takeoff.
/
Did not tie seat belt. Was thrown up at time of landing. Fire
started. Jumped out from an openning. .
(3) K.C. Wo (seat 15E): Male, 51 native of Kiangsu, residing at
6 'Lane 125 Omei Street. Felt takeoff not smooth. Crew an-
nounced arrival at 2115. Plane shook violently. Lights went'
off. Fuselage disintegrated at rear and flames were seen.
Jumped out.
(4) M.T. Dao (seat 16F): Native of Shanghai, architect by occupa-
tion, residing at 8 Chang An Road East (8th flood,. 1st Sec-
tion, Departed Hongkong 2020. Plane descended and arrival
announcement made. Fastened se-at belt.' Plane shook violentlY
twice or thrice upon touchdowh. Saw -wing on fire. Jumped out.
7
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1110 Conclusions
1. The aircraft was prior to accident within certified airworthy
period. In-flight mechanical performance was normal. The air-
craft was capable of being airborne following touchdown and
crashed only after hitting trees and houses. The accident was
thus not due to mechanical malfunction.
2. 'According to weather analysis, the temperature, atmospheric
pressure and wind velocity in the vicinity of the crash site
were such as to rule out the possibility of turbulence. The
accident was thus not due to weather factors.
Within the two, hours before and after the accident, a total of
six aircraft had successfully landed on instrument at Taipei
international airport. The accident was thus not due to any .
instrument landing system failure.
4. According to ATC voice reCOrd, the aircraft had made normal.con-
tacts with concerned ATC units at Taipei international airport
and ATC instructions to the aircraft were in.no.error. The
accident was thus not caused by faifure of ATC facilities nor
by any fault on the part of ATC personnel.
5. Hugh H. Hicks, who actually piloted the aircraft, handled negli-
gently. Upon approaching outer marker LK, Hicks failed to control
altitude, which was much lower than the required altitude, thus
accounting for failure to intercept glide path, and further failed
in timely correction after the instrument warning light flashed on
at 350 feet, .The- landing gear touched down and rolled for approxi-
mately 200 meters. Although the plane was pulled up, it crashed .
after hitting trees and houses. The accident is therefore deemed
to have arisen from pilot negligence.
6. According to the flight plan filed for the flight Hongkong-Taipei,
Stuart E, Dew was the Captain. Hugh H. Hicks, although holding a
pilot license with Boeing 727 rating, was no-L.the,captain of, the
flight. involved, nor was he 'a captain on training:flying. Captain
Stuart E. Dew was also at fault in permitting Hugh H. Hicks to
engage in captain duties.
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