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opted to land without ditching the fuel. The copilot testified that, despite the reserve accumulator was showing normal readings, the brakes did not work. Also, the copilot noticed the air bottle's pressure reading was at zero, but failed to notify the pilot. Chinese investigators saw this as problematic. However, many experts stated that such a case of an air bottle rupture has never happened before, arguing that as such, noticing the issue would have been difficult.
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right wing became detached, and a fire briefly occurred. According to an unnamed cabin attendant, the airplane was filled with white smoke, and there was panic in the cabin. The cabin attendants were already starting to evacuate the passengers before there was an official order from the cockpit. As a result of the accident, seven people, including the cockpit crew and a cabin attendant, was severely injured. The pilot had broken his
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396:. On the day after the incident, the Ministry of Transportation ordered Japan Air Lines to inspect its entire DC-8 fleet. Later, on the 21st, the Ministry of Transport conducted an on-site inspection against the airline, and ordered the airline to conduct X-ray inspections to its fleet. Japan Air Lines conducted inspections on 24 aircraft, some of which were of its subsidiary's fleet,
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407:, the Aircraft and Railway Accidents Investigation Commission conducted a meeting on January 24, 1983 to discuss the procedures of evacuation and rescue of passengers in an emergency. The meeting discussed what passengers need to know and follow during the event of an emergency. The aircraft involved in the accident was moved to the
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At 2:30PM, Flight 792 landed on Runway 36 at 180 knots (330 km/h). The pilot then attempted to apply the brakes, but as the hydraulics were damaged, both the normal and emergency brakes were unusable. As a result, the aircraft overran the runway for about 150 meters, before hitting a ditch. The
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to be rendered nonfunctional. As a result, the oil gauge and oil pressure gauge both dropped to zero. The pilot then switched to a backup hydraulics and began returning to the airport. However, the backup hydraulics were also damaged by the rupture, making the flaps inoperable. The pilot would go on
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The final investigation report stated that, had an X-ray inspection had been done on the aircraft, the corroded air bottle would have been noticed, but the maintenance manual for the aircraft did not make any mentions concerning X-ray inspections. On the other hand, the report did not touch on the
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Through interrogation, it was revealed that the pilot thought that the emergency brakes were still usable during the accident, as some of the hydraulics were still functioning. The pilot stated that he tried to land the plane as fast as possible before the hydraulics were completely destroyed, and
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launched an investigation in to the accident. The investigation committee arrived at the scene on the following day of the accident, but no investigation was conducted as everyone, including those from the
Chinese side, were not allowed to be near the accident scene due to fears of fire caused by
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and voice recorder was retrieved. Given the condition of the luggages, the theory of a terrorist attack was ruled out. In the early stage of the investigation, it was thought that the hydraulics itself suddenly failed, causing the accident. JA8048 received most of its maintenance at Narita, and
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to declare his intention to land without the use of flaps to air traffic controllers. On the other hand, the pilot did not tell the cabin attendants that the plane would be making an emergency landing, but rather that the plane would be returning to the airport due to a minor issue.
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The aircraft took off at 1:57PM. Ten minutes later, the air bottle ruptured as the aircraft was ascending while turning to the left, making an explosive sound. The rupture severed 15 pipes, some of which were hydraulics, resulting in the brakes and
372:, became corroded, and ruptured after a crack had formed. There were six cracks present, and the largest crack (1.9 mm in size) developed at a spot that was only 2.3 mm thick. The cause of the crack was theorized to be faulty production.
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received some brief maintenance at
Shanghai, but no check was done on the hydraulic pipes. Also, there were theories pitched by some that the captain, who was in an important position within the airline,
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Flight 792 was a regularly scheduled passenger flight from
Shanghai Hongqiao International Airport and New Tokyo International Airport. The flight was scheduled to take off from Shanghai at 2PM
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manufactured in 1971, carrying the registration JA8048. The aircraft was bought by Japan Air Lines in March of the same year. In July 1982 the aircraft was sold to
Oriental Lease, who in turn
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At the time, Japan Air Lines was involved in a string of major incidents, and Flight 792 was the fourth incident within the previous seven months, the most notable being
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the aircraft back to Japan Air Lines. The aircraft had undergone an overhaul in June 1982, and had received maintenance just 13 days before the incident.
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On
December 6, the investigation committee announced that the cause of the accident was the air bottle for the emergency brakes, which were made out of
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before, and was recently appointed the Flight Crew
Manager of Japan Air Line's DC-8s as the previous manager was sacked in the fallout of
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leaking oil. Proper investigation was only able to start two days after the accident, and it was on that day that the aircraft's
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104 of the 113 passengers were
Japanese, and among them were tourists who were on a tour organized by the Nicchuryokosha.
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As of 2023, Flight 792 is no longer used by Japan
Airlines on the Shanghai route, but instead on the flight connecting
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mistakes the pilot made, making it inconclusive as to whether there were any elements of pilot error in this incident.
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The captain of Flight 792 was a 57-year-old man with 14,862 hours of experience. He was a veteran that had flown the
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The remaining passengers were placed on a special retrieval flight, and arrived to Narita at 1:30PM on the 18th.
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288:'s accident. The copilot was a 34-year-old man and the flight engineer was a 28-year-old man.
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Aviation accidents and incidents caused by design or manufacturing errors
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In response to this accident as well as those of Flight 350 and
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JA8048 displayed at the
Shanghai Aerospace Enthusiasts Center
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Aviation accidents and incidents involving runway overruns
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made an attempted landing back to its airport of origin,
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Aircraft and
Railway Accidents Investigation Commission
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788:「日航上海事故、日中の調査で原因はエアボトルの破裂と判明」『日本経済新聞』1982年10月9日夕刊7頁
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1682:Accidents and incidents involving the Douglas DC-8
888:(in Chinese). 上海航宇科普中心. 2017-07-11. Archived from
697:「『一瞬、パニック状態』 日航機事故、帰国乗務員が会見」『毎日新聞』1982年9月20日朝刊23頁
562:"Accident description Japan Air Lines Flight 792"
911:"Flight history for Japan Airlines flight JL792"
815:「小坂運輸相、日航機上海事故で高木社長に厳重注意」『日本経済新聞』1982年9月18日夕刊1頁
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411:, where it is displayed outside to this day.
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706:「日航機上海事故、帰国の乗客は恐怖口々に」『日本経済新聞』1982年9月19日朝刊23頁
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269:The aircraft involved in the incident was a
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1098:British Army Gazelle friendly fire incident
779:「日航機上海事故、原因はエアボトル爆発」『日本経済新聞』1982年9月21日朝刊31頁
770:「日航機上海事故、副操縦士の判断ミス？」『日本経済新聞』1982年9月22日朝刊31頁
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644:「『蓄圧器にトラブル』 帰国の副操縦士ら語る」『朝日新聞』1982年9月18日朝刊1頁
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593:「日航機、上海で着陸に失敗しオーバーラン」『読売新聞』1982年9月19日朝刊23頁
361:due to the pressure he was going through.
25:
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1672:Aviation accidents and incidents in China
998:Thunderbirds Indian Springs diamond crash
747:「日航機上海事故、爆破の証拠はない」『日本経済新聞』1982年9月19日朝刊23頁
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60:Runway excursion due to broken hydraulics
16:1982 aviation incident in Shanghai, China
1687:Aviation accidents and incidents in 1982
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715:「油圧系統に照準 事故調査官、上海入り」『毎日新聞』1982年9月18日夕刊9頁
508:「ブレーキ部品の破裂 日中当局が報告書」『毎日新聞』1982年12月6日夕刊6頁
1201:Sukhumi Dranda Airport runway collision
867:(in Japanese). 航空・鉄道事故調査委員会. 1983-01-24
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251:Shanghai Hongqiao International Airport
170:Shanghai Hongqiao International Airport
69:Shanghai Hongqiao International Airport
1692:Japan Airlines accidents and incidents
669:「緊急着陸する指示、機長からは出ず」『朝日新聞』1982年9月18日朝刊1頁
420:Daniel K. Inouye International Airport
341:Civil Aviation Administration of China
1241:Bristow Helicopters Bell 212 accident
833:「運輸省、日航立ち入り検査」『日本経済新聞』1982年9月21日夕刊11頁
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7:
851:「事故に通じる不良部分なし」『朝日新聞』1982年10月1日朝刊22頁
681:「『安全管理』どうした日航」『朝日新聞』1982年9月18日朝刊23頁
538:「日航機着陸失敗、土手に激突」『毎日新聞』1982年9月18日朝刊1頁
14:
1221:Aerocondor DHC-4 Caribou accident
842:「DC8 総点検始まる」『朝日新聞』1982年9月19日朝刊23頁
632:「『油圧』意外に要因？」『朝日新聞』1982年9月18日夕刊11頁
303:, and arrive to Narita at 5:55PM
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964:Aviation accidents and incidents
806:「DC8機 総点検せよ」『朝日新聞』1982年9月18日夕刊1頁
623:「また、やった日航機」『毎日新聞』1982年9月18日朝刊23頁
609:「日航機、上海でも事故」『朝日新聞』1982年9月18日朝刊1頁
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797:「高圧エアボトル爆発」『朝日新聞』1982年9月21日朝刊1頁
761:「腐食空気筒が破裂」『朝日新聞』1982年12月6日夕刊14頁
724:「飛行中ナゾの爆発音」『朝日新聞』1982年9月19日朝刊1頁
255:New Tokyo International Airport
185:New Tokyo International Airport
1211:Southwest Air Lines Flight 611
1118:TABA Fairchild FH-227 accident
824:「日航立ち入り検査」『朝日新聞』1982年9月21日夕刊1頁
738:「爆発物の線薄れる」『朝日新聞』1982年9月20日朝刊1頁
405:Southwest Air Lines Flight 611
349:Japanese Ministry of Transport
1:
1647:September 1982 events in Asia
1088:RAF Jaguar shootdown incident
1068:Aeropesca Colombia Flight 217
865:"緊急時における航空機搭乗者の脱出及び救難等に関する建議"
660:「上昇中に爆発音」『毎日新聞』1982年9月19日朝刊1頁
1018:Korean Air Force C-123 crash
416:Kansai International Airport
324:while the copilot broke his
257:. The landing resulted in a
45:September 17, 1982
1474:JAL accidents and incidents
1038:Pilgrim Airlines Flight 458
1718:
1138:British Airways Flight 009
1028:Japan Air Lines Flight 350
286:Japan Air Lines Flight 350
247:Japan Air Lines Flight 792
20:Japan Air Lines Flight 792
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1251:Japan Airlines Flight 792
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24:
1610:Safety Promotion Center
1524:Food poisoning incident
1442:Japan Airlines Domestic
1058:Garuda Fokker F28 crash
1008:World Airways Flight 30
566:Aviation Safety Network
245:On September 17, 1982,
886:"场馆介绍 - DC-8-61大型喷气客机"
389:
91:31.19667°N 121.33500°E
1697:Disasters in Shanghai
1662:Transport in Shanghai
1421:Spring Airlines Japan
988:Air Florida Flight 90
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1566:Flight 1628 incident
1393:Japan Transocean Air
1148:Aeroflot Flight 8641
1128:Air India Flight 403
1578:Flights 907 and 958
1398:Ryukyu Air Commuter
1378:Hokkaido Air System
1299:► 1983
1293:1981 ◄
1261:Aeroflot Flight 343
1158:Aeroflot Flight 411
96:31.19667; 121.33500
87: /
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1657:Changning District
1447:Japan Asia Airways
1388:Japan Air Commuter
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1271:Aeronor Flight 304
1231:Spantax Flight 995
1048:Widerøe Flight 933
398:Japan Asia Airways
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112:Aircraft type
71:, Shanghai, China
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265:Aircraft and crew
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1652:Minhang District
1605:JAL destinations
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151:JAPAN AIR 792
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1426:Zipair Tokyo
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920:. Retrieved
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894:. Retrieved
890:the original
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869:. Retrieved
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569:. Retrieved
486:1980s portal
458:China portal
444:Japan portal
413:
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338:
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322:lumbar spine
318:
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246:
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157:Registration
1530:Flight 1045
1452:JAL Express
181:Destination
94: /
1641:Categories
1584:Flight 516
1572:Flight 46E
1560:Flight 123
1554:Flight 792
1548:Flight 350
1542:Flight 472
1536:Flight 715
1518:Flight 404
1512:Flight 446
1506:Flight 472
1500:Flight 471
1494:Flight 351
1482:Flight 301
922:2023-07-31
896:2023-07-31
871:2023-08-03
571:2023-07-31
430:References
394:Flight 350
370:41xx steel
220:Fatalities
204:Passengers
82:121°20′6″E
79:31°11′48″N
49:1982-09-17
1339:JAL Group
380:Aftermath
236:Survivors
196:Occupants
148:Call sign
1598:Services
1488:Flight 2
1371:Regional
1181:accident
343:and the
295:Incident
228:Injuries
174:Shanghai
122:Operator
107:Aircraft
37:Accident
1466:History
1457:JALways
968: (
966:in 1982
347:of the
191:, Japan
176:, China
143:JAL 792
57:Summary
47: (
1619:People
1586:(2024)
1580:(2001)
1574:(1993)
1568:(1986)
1562:(1985)
1556:(1982)
1550:(1982)
1544:(1977)
1538:(1977)
1532:(1977)
1526:(1975)
1520:(1973)
1514:(1972)
1508:(1972)
1502:(1972)
1496:(1970)
1490:(1968)
1484:(1952)
1435:Former
1277:Dec 24
1257:Sep 29
1247:Sep 17
1237:Sep 13
1227:Sep 13
1207:Aug 26
1197:Aug 14
1187:Aug 11
1174:Jul 23
1144:Jun 28
1134:Jun 24
1124:Jun 21
1114:Jun 12
1084:May 25
1074:Apr 26
1064:Mar 26
1054:Mar 20
1044:Mar 11
1034:Feb 21
1004:Jan 23
994:Jan 18
984:Jan 13
424:Hawaii
275:leased
161:JA8048
1383:J-Air
1267:Dec 9
1217:Sep 1
1164:Jul 9
1154:Jul 6
1104:Jun 8
1094:Jun 6
1024:Feb 9
1014:Feb 6
313:flaps
135:JL792
970:1982
418:and
339:The
212:Crew
65:Site
42:Date
1408:LCC
422:in
305:JST
301:CST
239:124
207:113
199:124
1643::
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231:39
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1324:t
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972:)
955:e
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925:.
899:.
874:.
574:.
223:0
51:)
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