1979 — Oct 31, Western Airlines Flight 2605 crash, Mexico City Int. Airport –34 U.S. of 73
— 73 Blanchard estimate.[1]
— 75 Gepfert (LA Times). “DC-10 crash: Another black eye for manufacturer.” 11-29-1979, 40.
— 75 UPI, Mexico City. “DC-10 crew at fault.” Hutchinson News, KS, 12-15-1979, p. 2.[2]
— 75 UPI, Mexico. “Plane Toll Hits 75.” Evening Review, East Liverpool, OH, 11-20-1979, 1.[3]
— 74 AP. “Mexico Jet-Crash Toll Rises to 74.” Toledo Blade, OH, 11-1-1979, p. 2.[4]
— 74 AP. “Navigation error blamed in Antarctic crash.” Lawrence Journal-World, 11-29-79, p2.[5]
— 74 Eckert. “Fatal commercial air transport crashes, 1924-1981,” AJFM&P, March 1983, p.56.
— 74 UPI. “Confusion Over Runways Caused DC-10 Crash.” Pharos-Tribune, 11-1-1979, p.21.[6]
— 73 Aviation Safety Network. “Accident description…31 October 1979…Western Air Lines.”[7]
— 73 Garrison, Peter. “Aftermath: Wrong Runway Landing,” Flying, Dec 1983, p. 106.[8]
— 73 ICAO. Aircraft Accident Digest No. 26 (Circular 173-AN/109). “1979 Accidents.” 1983.[9]
— 73 NTSB. Safety Recommendation(s) A-80-59 and -60. Letter to FAA, 7-14-1980.[10]
— 73 NTSB. Safety Recommendation(s) A-82-91 through -93. Letter to FAA. 8-18-1982.[11]
— 73 UPI. “Investigators probe DC-10 crash site.” The Daily Herald, IL, 11-2-1979, p. 2-7.[12]
— 73 Wikipedia. “Western Airlines Flight 2605.” 10-5-2016 modification.
— 72 NTSB. “NTSB Identification: DCA80RA003,” Aircraft: Douglas DC-10.[13]
United States deaths:
— 34 AP. “DC-10 Passenger List.” Orange County Register, Santa Ana, CA. 11-1-1979, A12.[14]
–29 California.
— 1 Hawaii (Honolulu).
— 1 Illinois (Chicago).
— 3 Washington (Auburn {1} and Seattle {2}).
— 28 U.S. deaths. Sidebar on Nationality and On board fatalities. Wikipedia. “Western…”[15]
— 26 UPI. “Confusion Over Runways Caused DC-10 Crash.” Pharos-Tribune, 11-1-1979, p.21.[16]
— 26 UPI. “Investigators probe DC-10 crash site.” The Daily Herald, IL, 11-2-1979, p. 2-7
Narrative Information
ASN Narrative: “Flight 2605 departed Los Angeles at 01:40 for a flight to Mexico City. Because of refurbishing work on runway 23L, the flight was cleared for a runway 23R approach. Descend through a fog bank was continued below the 600 feet minimum for instrument approaches. The aircraft touched down with the left main gear in the grass left of 23L and with the right main gear on the runway shoulder. Go-around power was added and the nose lifted 10-11deg. The right main gear then collided with a truck located on the runway. The gear leg separated and struck the right tailplane and elevator, causing substantial damage. The aircraft banked to the right until it struck the left wing struck the cab of an excavator, 1500 m from the runway threshold, continued and crashed into a building and caught fire.
“Probable Cause: ‘Non-compliance with the meteorological minima for the approach procedure, as cleared; failure to comply with the aircraft’s operating procedures during the approach phase, and landing on a runway closed to traffic.’”[17]
ICAO: “Synopsis. At 0542 h on 31 October 1979, Western Airlines Flight 2605, a DC-10 aircraft, crashed while landing on Runway 23 Left at Licenciado Benito Juárez International Airport, Mexico City. This runway was closed for repairs at the time. Seventy-two persons on board the aircraft and one person on the ground were killed in the accident. The aircraft was destroyed…
“History of the Flight. Flight No. 2605, a McDonnell Douglas DC10-10, registration N-903WA, owned by Western Airlines Inc., had taken off from Los Angeles International Airport, California, for Mexico City, D.F. at 0140 h local time on 31 October 1979. The Mexico centre had cleared the crew to approach Mexico City via Tepexpan, subsequently instructing the aircraft crew to change frequency to the control tower. The tower operator informed the crew that the runway in use was 23 Right and provided the crew with information on the weather conditions prevailing at Mexico City International Airport, and landing data. When the aircraft was on final approach, the control tower operator repeated that the runway in use was 23 Right and drew the attention of the pilot to the fact that he was left of the flight path he should be following to land on the runway in use. The pilot acknowledged the information and the fact that he was slightly to the left. The transcription of the magnetic tape which contains the communications between the control tower operator and the crew of aircraft N-903WA reveals that at one point the control tower operator asked the pilot whether he could see the approach lights on his left, to which the pilot replied ‘negative’.
“The data obtained from the aircraft’s flight recorder shows that the crew was making an instrument approach. The instrument landing procedure authorized in the aeronautical information publication (AIP) for Runway 23 Left with transition to 23 Right specifies that if the pilot does not have the runway in sight at 600 ft during an instrument landing approach, he must break off the approach and climb to 8,500 ft. In this case the crew continued with the landing procedure, ignoring the requirement to call out the altitude values and the decision minimum, and descended until the landing gear touched down off-centre of Runway 23 Left, which was closed to all operations. On the transcription of the cockpit voice recorder the pilot-in-command is heard to have said that he was on the flight path to Runway 23 Left, just before the left landing gear wheels touched down on the grass to the left of Runway 23 Left and the right landing gear wheels on the runway shoulder. The aircraft did not enter the runway until it had travelled some 100 m According to the flight recorder data and the wheel traces at the site of the accident, the crew re-applied power for the go-around procedure and lifted the aircraft nose by 10°-11°. Now airborne, the aircraft’s right landing gear collided with a truck located on the left shoulder of the runway which was closed for repairs. The impact left a distinct mark in the left-hand side of the vehicle’s bonnet corresponding exactly to the shape and size of the aircraft’s wheel. [end of p. 101]
“The collision with the truck, which was loaded with 10 tonnes of earth, removed the right landing gear leg with part or sections of the main gear beam to which it is attached, bursting three of the four tires. The two front times came off the wheels, whose hubs disintegrated, scattering pieces away from the aircraft. The horizontal shaft which carries the two front wheels and the associated brake units also broke off and were projected forward over a distance of over 400 m. After breaking off, the right landing gear leg struck the right tailplane and elevator, severing the two almost completely. This caused the landing gear leg complete with the two rear tires, wheels and brake units to be thrown about 70 m beyond the point of collision with the truck….
“Three seconds before the collision with the truck the engine throttles were opened. The collision occurred under these conditions and in spite of the violence of the impact the aircraft remained airborne and flew on, although lift was precarious due to the loss on the right side of the tailplane complete with elevator and the inner section of the wing flap. The aircraft was banked to the right and this inclination increased so much that when the aircraft was approximately 1,500 m from the threshold of Runway 23 Left, the outer section of the right wing flap struck the cab of an excavator which was parked parallel to the right-hand edge of Runway 23 Left. The impact completely destroyed the cab… The aircraft continued, veering to the right and increasing its bank angle towards that side until the right wing tip was scraping Taxiway ‘A’, leaving a deep score in the pavement…. [p. 102]
“Twenty minutes before the accident to aircraft N-903WA, a B-727 aircraft of the Mexicana Airline which was performing Flight No. 111 from Los Angeles, California, landed in accordance with the same procedure which the Western aircraft was instructed to follow, namely approach via Tepexcan-Metro Eco-23 Right, using the VOR as guidance during the final approach. All the radio aids and lighting systems for Runway 23 Right were operating normally…. [p. 103]
“The pilot-in-command…had made 28 landings at Mexico City International Airport, 11 during September and 4 during October 1979.” [p. 103]
“Western Airlines, owner of the aircraft, had brought to the attention of all crews flying on services to Mexico, NOTAM No. 2841 issued on 19 October 1979, i.e. that Runway 05 Right/23 Left would be closed for all operations for resurfacing work from the date of the NOTAM.” [p. 108]
“The crew never reported to the control tower operator that the runway was in sight and no landing clearance was therefore given.” [p. 109]
“Probable cause: Non-compliance with the meteorological minima for the approach procedure, as cleared; failure to comply with the aircraft’s operating procedures during the approach phase, and landing on a runway closed to traffic.” [p. 109] (International Civil Aviation Organization. Aircraft Accident Digest No. 26 “1979 Accidents, No. 6.” Pp. 101-109.)
NTSB Safety Recommendation A-80-59 and -60: “On October 31, 1979, Western Airlines, Inc., McDonnell Douglass DC-10-10, N-903WA, crashed at Mexico City International Airport, Mexico. Although the aircraft was cleared for a Tepexpan arrival and was advised that the landing runway was 23R, the crew continued the approach to runway 23L, which had been closed for repairs. The aircraft struck heavy equipment on runway 23L as the crew attempted to execute a missed approach. Of the 76 passengers and 13 crewmembers aboard, 61 passengers and 11 crewmembers were fatally injured, and 13 passengers and 2 crewmembers were seriously injured. One person on the ground was fatally injured.
“The crew was advised on at least four occasions by either Mexico City Air Route Traffic Control Center or the tower that they were to land on runway 23R. However, none of these air traffic control (ATC) communications contained phraseology similar to that used n United States ATC communications regarding a sidestep maneuver.[18] The investigation revealed that both pilots knew that runway 23L was closed and that each had landed aircraft at the airport while the runway was closed.
“The Safety Board believes that a good graphic presentation of the sidestep maneuver on the approach chart would have aided the crew. Nowhere on standard United States approach charts is the complete maneuver portrayed, nor is the word ‘sidestep’ shown. The procedure is shown as a straight-in approach to an adjacent runway, as a circling approach to the sidestep runway, or as a note at the bottom of the chart giving ceiling and visibility minima. In the accident case, the Mexico City chart for runway 23 right contained only ceiling and visibility minima.
“The Safety Board believes that a separate instrument approach chart is needed for the 33 airport runways that utilize the sidestep maneuver in the United States. In addition, we believe there is a need to publish more information on sidestep maneuver procedures.
\
“Accordingly, the Safety Board recommends that the Federal Aviation Administration:
Revise FAA Handbook 8260.19 to require that separate standardized instrument approach charts be published for all airport approaches that require a sidestep maneuver. These charts should clearly indicate the airport approach plan view, the profile view, and the landing minima required. (Class II, Priority Action) (A-80-59)
Publish and Advisory Circular, or amend an existing Advisory Circular, to disseminate information on the sidestep maneuver procedures, terminal ATC communication procedures, radar separation and equipment requirements, and landing minima applicable to the use of the sidestep maneuver by American air carriers at both domestic and foreign airports. (Class I, Urgent Action) (A-80-60).”
NTSB Safety Recommendation(s) A-82-91 through -93: “….On October 31, 1979, a Western Airlines, Inc., DC-10-10, crashed while making an instrument landing system (ILS) approach to the Mexico City International Airport. Sixty-one passengers and 11 crewmembers were fatally injured [72]; 13 passengers and 2 crewmembers were seriously injured [15];[19] and one person on the ground was fatally injured. The aircraft was destroyed. The aircraft was cleared to land by means of a sidestep maneuver[20] which was not performed by the pilot. As a result of the investigation, the Safety Board recommended that the FAA require separate standardized instrument approach charts for sidestep maneuver approaches. (Safety Recommendation A-80-59.)….
“All of the foregoing recommendations addressed two basic issues — our belief that insufficient attention is given to human performance criteria in the development of approach procedures and in the process for reviewing the approach procedure depiction on the approach charts — both of which are deficiencies that can lead to confusion and mistakes by the pilot users. Pilots have been criticized for misinterpreting approach charts and approach procedures, with little consideration given to the operating environment in which the procedures and charts are used and the degree to which these procedures and charts themselves may be conducive to error. The Safety Board believes that it is the obligation of the developers of approach procedures and charts to incorporate human factors considerations into their design so that the possibility for pilot confusion, misinterpretation, or error is eliminated….” (NTSB Safety Recommendation(s) A-82-91 through -93, p. 3.)
Newspapers
Oct 31, AP: “Mexico City (AP) — A Western Airlines DC-10 jetliner bound from Los Angeles with 88 persons reported aboard crashed while landing in fog and smog at the Mexico City airport today, plowing into two buildings, and Red Cross officials at the scene said they had recovered 55 bodies from the wreckage. Nineteen persons were reported to have survived. The fate of the others was not immediately known.
“A Mexican aviation official said the plane touched down on a runway that was closed for repairs and that it struck a parked truck and killed its driver.
“Pedro Jose, a surviving passenger, said: ‘It was a normal flight all the way from Los Angeles up to Mexico City airport. Around three or four minutes before we were landing there was a lot of fog around the place and the airplane sort of rattled up a bit and about a half a minute later it just went flat, just crashed. The plane popped right open and I was around two or three behind the wing so I could get out. Inside the plane there was a lot of fire and a lot of dead people. Right after the accident the seats were right on top of one another and the plane was cracked open.’….”
(Associated Press. “DC-10 Crashes in Mexico City.” The Register, Orange County, CA, 10-31-1979, p. 1.)
Nov 1, UPI: “Mexico City (UPI) — Confusion over two parallel runways sent 74 people to their deaths in the fiery crash of a Western Airlines DC-10 at the fog-shrouded Mexico City airport. ‘The approach lights are on runway 23-left. That runway is closed to traffic, the correct one is 23-right.’ The control tower told Capt. Charles Gilbert, a 30-year veteran who also died in the crash. ‘OK,’ the pilot responded before landing on 23-left, the parallel runway closed for repairs, and plowing into a string of buildings.
“Western Airlines officials said 72 of the 88 people on board flight 2605 from Los Angeles and two people on the ground died in the Wednesday crash — the fourth fatal DC-10 accident in the last six years….
“Officials said the ‘black box’ flight recording was recovered and a transcript of the final conversation with the control tower was released late Wednesday by Mexican Television’s channel 2.
“…the white-and-red jetliner…carried 75 passengers and 13 crewmen…
“Thirty people were injured — some of them on the ground, including ground personnel and neighborhood residents hit by debris.
“Investigators, aided by experts from the National Transportation Safety Board and the Federal Aviation Administration, worked through the night under floodlights at the crash site….
“Also killed on the ground were an Eastern Airline employee working in a building flattened by the plane[21] and the driver of a truck hit by the plane at the top of runway 23-left, Western Airlines officials said….
“The Mexican Transportation Ministry said the pilot ‘tried to land on the wrong runway,’ clipped a truck in which the dead truck driver was found, then headed for the correct runway to the right but swiped a building with his right wingtip.
“In the final conversation, the tower told the pilot, who was making an instrument approach, ‘There are banks of fog, and also twice told him that 23-right was the correct runway for landing.
“A spokesman for the control tower union, Roberto Kobeh, blamed the pilot for the crash. ‘It was a pilot error. It was not the control tower’s fault.’….
“Officials said the poor visibility played no role in the crash, though the airport’s log showed that at 6 a.m. — 16 minutes after the crash — there was ‘zero visibility.’
“Witnesses said the plane touched down normally, but then seemed to bounce and veer to the right. Its right wing clipped the airport’s post office — filled at the time with workers — and spun around and burst into a ball of flame. The same building was later turned into a temporary morgue….” (UPI. “Confusion Over Runways Caused DC-10 Crash.” Pharos-Tribune, Logansport, IN, 11-1-1979, p. 21.)
Nov 1, Annibali (as told to UPI): “An Italian student, Alessandro Annibali, 22, survived the crash…This is his story…. ‘I was sitting near the back, near the window….When we left Los Angeles at 3 in the morning, the plane was going up very slowly….When we arrived in Mexico City, the DC-10 was going down little by little, very slowly, and then we found a lot of fog and I couldn’t see anything else. I couldn’t see the ground. I just saw that the plane was tilted a little bit toward the right, and it touched down with the right tire. A lot of fire came out and the pilot tried to go up again but it was not possible so we turned right more and more, more dangerously, and then — a big explosion. I closed my eyes and I tried to stay in my place. When I opened them I saw a lot of fire and I heard a lot of voices. I opened my seatbelt and came out of the plane. It was broken in tow parts and when I was not very far away from the plane I heard it blow up. I heard a big explosion. The plane was broken apart near me, on my right side, so I had a very big place to jump out and I remembered after that there was a woman in front of me….After I got out of the plane there was a car coming, an ambulance, and I jumped in but then had to wait because other people were coming. My left hand and my foot is burned and my shoulder is dislocated. When the car was full with seven or eight people, I came here to the hospital… I feel very lucky.’” (UPI. “Survivor Tells of Crash.” Pharos-Tribune, Logansport, IN, 11-1-1979, p. 21.)
Sources
Associated Press. “DC-10 Crashes in Mexico City.” The Register, Orange County, CA, 10-31-1979, p. 1. Accessed 10-5-2016 at: http://newspaperarchive.com/us/california/santa-ana/santa-ana-orange-county-register/1979/10-31?tag
Associated Press. “DC-10 Passenger List.” Orange County Register, Santa Ana, CA. 11-1-1979, A12. Accessed 10-7-2016 at: http://newspaperarchive.com/us/california/santa-ana/santa-ana-orange-county-register-evening/1979/11-01/page-11?tag
Associated Press, Mexico City. “Mexico Jet-Crash Toll Rises to 74.” Toledo Blade, OH, 11-1-1979, p. 2. Accessed 10-7-2016 at: https://news.google.com/newspapers?id=ozBPAAAAIBAJ&sjid=kQIEAAAAIBAJ&pg=7015%2C3327174
Associated Press. “Navigation error blamed in Antarctic crash.” Lawrence Journal-World, KS, 11-29-1979, p. 2. Accessed 10-7-2016 at: http://newspaperarchive.com/us/kansas/lawrence/lawrence-journal-world/1979/11-29/page-2?tag
Aviation Safety Network. “Accident description…Wednesday 31 October 1979. Time: 05:42… Operator: Western Air Lines.” Flight Safety Foundation. Accessed 10-5-2016 at: https://aviation-safety.net/database/record.php?id=19791031-0
Eckert, William G. “Fatal commercial air transport crashes, 1924-1981.” American Journal of Forensic Medicine and Pathology, Vol. 3, No. 1, March 1982, Table 1.
Garrison, Peter. “Aftermath: Wrong Runway Landing,” Flying, Dec 1983, pp. 100-101 & 106-107. Accessed 10-7-2016 at: https://books.google.com/books?id=8BVI6sNpT4wC&pg=PA100#v=onepage&q&f=false
Gepfert, Ken (Los Angeles Times). “DC-10 crash: Another black eye for manufacturer.” Kenosha News, WI, 10-29-1979, p. 40. Accessed 10-7-2016 at: http://newspaperarchive.com/us/wisconsin/kenosha/kenosha-news/1979/11-29/page-39?tag
ICAO (International Civil Aviation Organization). Aircraft Accident Digest No. 26 (Circular 173-AN/109). “1979 Accidents.” Montreal, Canada, ICAO, 1983, pp. 101-109. Accessed 10-6-2016 at: http://docplayer.net/docview/24/2551935/#file=/storage/24/2551935/2551935.pdf
National Transportation Safety Board. “NTSB Identification: DCA80RA003,” Aircraft: Douglas DC-10. Washington, DC: NTSB, File 1-0026, no date. Accessed from Index for October 1979 at: http://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=34511&key=0
National Transportation Safety Board. Safety Recommendation(s) A-80-59 and -60. Letter to Administrator, Federal Aviation Administration. Washington, DC: NTSB, 7-14-1980, revised 8-21-1980. Accessed 10-7-2016 at: http://www.ntsb.gov/safety/safety-recs/RecLetters/A80_59_60.pdf
National Transportation Safety Board. Safety Recommendation(s) A-82-91 through -93. Letter to Administrator, Federal Aviation Administration. Washington, DC: NTSB, 8-18-1982. Accessed 10-5-2016 at: http://www.ntsb.gov/safety/safety-recs/recletters/A82_91_93.pdf
The Free Dictionary. “Side-step maneuver.” Accessed 10-5-2016 at: http://encyclopedia2.thefreedictionary.com/side-step+maneuver
United Press International, Mexico City. “Confusion Over Runways Caused DC-10 Crash.” Pharos-Tribune, Logansport, IN, 11-1-1979, p. 21. Accessed 10-6-2016 at: http://newspaperarchive.com/us/indiana/logansport/logansport-pharos-tribune/1979/11-01/page-21?tag
United Press International, Mexico City. “DC-10 crew at fault.” Hutchinson News, KS, 12-15-1979, p. 2. Accessed 10-7-2016 at: http://newspaperarchive.com/us/kansas/hutchinson/hutchinson-news/1979/12-15?tag
United Press International, Mexico City. “Investigators probe DC-10 crash site.” The Daily Herald, Arlington Heights, IL, 11-2-1979, p. 2-7. Accessed 10-6-2016 at: http://newspaperarchive.com/us/illinois/arlington-heights/daily-herald-suburban-chicago/1979/11-02/page-38?tag
United Press International, Mexico City. “Plane Toll Hits 75.” Evening Review, East Liverpool, OH, 11-20-1979, p. 1. Accessed 10-7-2016 at: http://newspaperarchive.com/us/ohio/east-liverpool/east-liverpool-evening-review/1979/11-20?tag
United Press International, Mexico City. “Survivor Tells of Crash.” Pharos-Tribune, Logansport, IN, 11-1-1979, p. 21. Accessed 10-6-2016 at:
http://newspaperarchive.com/us/indiana/logansport/logansport-pharos-tribune/1979/11-01/page-21?tag
Wikipedia. “Western Airlines Flight 2605.” 10-5-2016 modification. Accessed 10-5-2016 at: https://en.wikipedia.org/wiki/Western_Airlines_Flight_2605
[1] While there are a number of estimates of 74 or 75 fatalities, these are all from newspaper reports and could well reflect that early reports included the deaths of two or three locals on the ground. It appears that only one person was killed on the ground — a local truck driver. The NTSB, ICAO, and ASN all note 73 deaths including one on ground.
[2] “Crew members of a…DC-10 that crashed Oct. 31 in Mexico City killing 75 people were responsible for the accident because they violated airline safety procedures, the Mexican government said Friday [Dec 14].”
[3] “The death toll from last month’s crash of a Western Airlines DC-10 has risen to 75, authorities said. Rafael Martinez, 31, a Mexican resident of Los Angeles, died Sunday [Nov 18] at the American British Cowdray Hospital from multiple injuries he suffered in the Oct. 31 crash, hospital spokesmen said Monday. Airport workers Sunday also found the decomposed remains of an unidentified woman under the plane’s twisted wreckage, officials said Monday.”
[4] The number 74, however, includes the statement that three people died on the ground (truck driver and two persons in an Eastern Airlines building when it was hit by the plane. Later sources, such as the NTSB, only reference the death of the truck driver on the ground. Article writes: “Red Cross and U.S. consular officials said that 63 bodies were recovered and that there was no hope that the 8 missing persons would be found alive [there was an intense fire].” Thus the total of fatalities from the plane at this point (the day after) would be 71 on the plane and one on the ground, for a total of 72. We know that one flight 2605 survivor died on Nov 18. This would bring total to 73.
[5] The article title refers to the Nov 28 crash of a New Zealand airliner in Antarctica, killing all 257 persons aboard.
[6] There were 73 deaths. Error appears to be in noting two deaths on the ground. NTSB writes that there was one.
[7] Nine of 11 crewmembers, 63 of 77 passengers died; thus 72 fatalities of the 88 aboard the plane. 1 ground death.
[8] Fatality number refers to 73 passenger and crew deaths and the driver of the dump truck, while noting “There were an undisclosed number of casualties among ground personnel, including, needless to say, the driver of the…truck.” Editorial at the end notes: “This article is based on the Air Line Pilots Association’s [ALPA] report of the accident and is intended to bring the issues raised by that report to the attention of our readers….” Thus a pilot point of view is being brought to an understanding of this accident.
[9] On page 103 notes the fatalities as 11 of the 13 crew, 61 of 76 passengers and 1 other (truck driver).
[10] “Of the 76 passengers and 13 crewmembers aboard [89], 61 passengers and 11 crewmembers were fatally injured [72], and 13 passengers and 2 crewmembers were seriously injured [15; 72+15=87]. One person on the ground was fatally injured.”
[11] “Sixty-one passengers and 11 crewmembers were fatally injured; 13 passengers and 2 crewmembers were seriously injured; and one person on the ground was fatally injured.”
[12] Writes “71 of the 88 people on the plane, including 26 Americans” were killed. Also notes: “Two others, the truck driver and a night watchman died on the ground.”
[13] Notes 11 crew deaths and 2 crew minor/no injuries; 61 passenger fatalities, 13 serious injured and 2 with minor/no injuries. “OT” apparently meaning “other” shows “0” under all three “Injuries” columns for “F” (fatal), “S” (serious) and M/N (minor/no injuries). Does not that a truck was hit but does not note a ground fatality. Thus this document shows 72 fatalities from the plane. We know that a truck driver was also killed on the ground.
[14] The AP presents “a list of 88 persons aboard Western Airlines Flight 2606…provided by the airline.” Listed first are the names of 15 surviving passengers followed by the names of two surviving crew members. Following are the names of 60 passengers and 11 crew members. Place of residence (not necessarily the nationality) are provided for most of those listed. Among the places of residence can be counted 34 in the United States — mostly California. While we did not double-check by name in obituaries all the deceased, we did do so for a handful, and the reporting by name in the AP article was correct for them.
[15] Cites “EXC-AEE (1979-11-06). ‘No Han Sido Reclamadas 3 Victimas del Avianazo.’ El Informador, Retrieved 2016-05-05.”
[16] “A U.S. Embassy spokesman said 26 of the dead — and five of the 16 survivors — were Americans.”
[17] Cites International Civil Aviation Organization (ICAO) Circular 173-AN/109; and NTSB Safety Recommendations A-80-59/60.
[18] Footnote 1 in original: “A visual alignment maneuver required of a pilot executing an approach to one runway while cleared to land on a parallel runway.”
[19] Total comes to 87.
[20] “A visual maneuver accomplished by a pilot at the completion of an instrument approach to permit a straight-in landing on a parallel runway that is separated by 1200 ft or less….Pilots are expected to commence the maneuver as soon as possible after the runway, or runway environment, is in sight.” (The Free Dictionary.)
[21] Another UPI article datelined Mexico City, Nov 2, also writes that two people were killed on the ground — “the truck driver and a night watchman died on the ground.” (UPI. “Investigators probe DC-10 crash site.” The Daily Herald, Arlington Heights, IL, 11-2-1979, p. 2-7.