Martinair Flight 495

{{Short description|1992 aviation accident in Portugal}} {{Use dmy dates|date=July 2014}} {{More citations needed|date=May 2008}} {{Infobox aircraft occurrence | name = Martinair Flight 495 | image = McDonnell Douglas DC-10-30CF, Martinair Holland AN0374455.jpg | caption = Wreckage of the aircraft at [[Faro Airport]] | occurrence_type = Accident | date = {{start date|1992|12|21|df=y}} | summary = Crashed on [[hard landing]] due to [[windshear]] and foggy weather | site = [[Faro Airport]], Faro, Portugal | coordinates = {{coord|37|00|46|N|7|57|53|W|type:landmark_region:RU|display=inline,title}} | plane1_caption = PH-MBN, the aircraft involved in the accident, seen in 1991 | aircraft_type = [[McDonnell Douglas DC-10|McDonnell Douglas DC-10-30CF]] | aircraft_name = ''Anthony Ruys'' | operator = [[Martinair]] | IATA = MP495 | ICAO = MPH495 | callsign = MARTINAIR 495 | tail_number = PH-MBN | origin = {{nowrap|[[Amsterdam Schiphol Airport]]}} | destination = [[Faro Airport]] | occupants = 340 | passengers = 327 | crew = 13 | fatalities = 56 | injuries = 106 | plane1_image = McDonnell Douglas DC-10-30CF Martinair Holland, AMS Amsterdam (Schiphol), Netherlands PP1164719524.jpg | survivors = 284 }} '''Martinair Flight 495''' was a [[McDonnell Douglas DC-10]] operated by Dutch airline [[Martinair]] that crash-landed in severe weather conditions at [[Faro Airport]], [[Portugal]] on 21 December 1992. The aircraft carried 13 [[crew member]]s and 327 passengers, mainly holidaymakers from the [[Netherlands]]. The crash killed 54 passengers and 2 crew members;<ref name=":0">{{Cite web|title=21 Dec 1992 DC-10 accident entry|url=https://aviation-safety.net/database/record.php?id=19921221-0|last=Ranter|first=Harro|website=aviation-safety.net|publisher=[[Aviation Safety Network]]}}</ref> 106 of the other occupants were badly injured.

== Background == {{More sources|section|date=July 2024}}

=== Aircraft === The aircraft involved was a McDonnell Douglas DC-10-30CF, [[Aircraft registration|registered]] as ''PH-MBN'', which was built in 1975 carrying the [[serial number]] 46924. It had logged 61,543 airframe hours in 14,615 takeoff and landing cycles. It was powered by three [[General Electric CF6|General Electric CF6-50C]] engines.<ref name=":0" /><ref>{{Cite web |title=PH-MBN Final Report |url=https://www.vliegrampfaro.nl/wp-content/uploads/2016/09/Final-Report-plane-crash-Martinair-MP495-PH-MBN-Faro-Airport-Portugal-on-21-December-1992.pdf |access-date=20 September 2024 |website=www.vliegrampfaro.nl}}</ref>{{Rp|page=32}} The aircraft was named ''Anthony Ruys'' in honour of one of Martinair's former commissioners.<ref>{{Cite web|url=http://www.aviacrash.nl/paginas/anthony%20ruys.htm|title=Martinair DC-10 verongelukt bij Faro (Portugal)|website=aviacrash.nl|language=nl|trans-title=Martinair DC-10 crashed in Faro (Portugal)}}</ref>

=== Crew === The [[Pilot in command|captain]] was 56-year-old H. Willem van Staveren, who had been with Martinair since January 1968. He was a DC-10 flight instructor with a total of 14,441 flight hours. He previously served in the [[Royal Netherlands Navy]] from 1962 to 1966 and had worked for [[Schreiner Airways]] from 1966 to 1968.

The [[First officer (aviation)|first officer]] was 31-year-old Ronald J. H. Clemenkowff. He had been with Martinair for three years with 2,288 flight hours, 1,787 of them on the DC-10.

The [[flight engineer]] was 29-year-old Gary W. Glans, who had been with Martinair for only eight months. He had worked for both [[Canadian Airlines]] and [[Swissair]] from 1988 to 1992. Glans had a total of 7,540 flight hours, including 1,700 hours on the DC-10.

All three pilots survived the crash.

== Accident == === Departure === On the morning of the accident, the plane was delayed at [[Amsterdam Airport Schiphol]] due to a faulty thrust-reverser. This was not fixed. Nevertheless, the plane left for Faro at 04:52 UTC. According to Martinair, the faulty thrust-reverser was not a contributing factor in the accident.

=== Crash === [[File:Martinair DC-10-30CF PH-MBN FAO 1992-12-21.png|thumb|The cockpit section of PH-MBN.]] A large [[thunderstorm]] had developed near Faro airport, accompanied by heavy rain, [[windshear]] and [[low cloud]]. The control tower informed the crew of the thunderstorm activity, in addition to stating that there was water on the runway. Following one unsuccessful landing attempt, the crew attempted a [[VHF omnidirectional range|VOR]]/[[Distance measuring equipment|DME]] procedure approach to runway 11 (later runway 10), during which the aircraft flew through at least two [[microburst]]s. According to the Portuguese final accident report, firefighters saw an explosion coming from the aircraft 22 seconds before it crashed.

The aircraft made a hard landing with a vertical speed exceeding the manufacturer's design limits. Following this, the [[starboard]] main gear collapsed, the starboard wing separated from the fuselage and the starboard fuel tank ruptured and the contents ignited. The DC-10 fuselage split in two, coming to rest with the front section lying on its side.

== Causes == Opinions differ as to the cause(s) of this disaster.

=== Official investigation by Portuguese aviation authorities === According to the Portuguese aviation authority (DGAC), the cause(s) were likely to have been:<ref name=":0" />

* high sink rate in the last phase of the landing approach; * hard landing on the right landing gear, exceeding its structural limitations; * transverse wind during the final approach and landing that exceeded the design limits of the landing gear, given the flooded condition of the runway;

The DGAC describes the following additional factors:

* instability of the landing approach; * pilots' reducing throttle too early and allowing the aircraft to lose altitude in an unsafe manner; * airport providing incorrect wind information for the approach; * absence of an [[approach lighting system]]; * incorrect assessment of the condition of the runway by the crew; * overriding of the autopilot just before the landing, whereby the aircraft was flown manually in a critical phase of the landing; * delay by the crew to increase altitude; * decrease of the aircraft's lift coefficient due to heavy rainfall.

=== Dutch aviation authorities === The Dutch Office for the Investigation of Accidents and Incidents of the National Aviation Authority (RLD) indicated that the probable cause(s) could be as follows:<ref name=":0" />

* a sudden and unexpected variation in wind direction and speed ([[windshear]]) in the last phase of the approach; * a high descent speed and extreme lateral displacement that caused an excessive loading of the right landing gear that, in combination with a considerable angular displacement, exceeded the structural limitations of the aircraft.

According to the RLD, additional factors were:

* that the crew of flight MP495 did not expect the occurrence of windshear on the basis of the weather forecast and weather conditions; * the premature reduction of engine power, most likely due to the action of the crew; * the disabling of the autopilot just before landing, whereby the aircraft was manually flown in a critical phase of the landing.

=== 2011 research and lawsuits === On 14 February 2011, the ''[[Algemeen Dagblad]]'' reported, among other things, a new investigation that was carried out at the request of relatives by researcher Harry Horlings.<ref>{{Cite web|url=http://www.avioconsult.com/downloads/Analyse%20Faro%20ongeval%20AvioConsult.pdf|title=Analyse van ongeval Martinair DC-10-30F MP495|publisher=AvioConsult|language=nl|trans-title=Martinair DC-10-30F MP495 accident analysis}}</ref> According to Horlings, there was no wind shear at the Faro disaster and the pilots had made serious mistakes.<ref name=":1">{{Cite news|url=http://www.ad.nl/ad/nl/2882/Oman/article/detail/1889812/2011/02/14/Echte-oorzaak-vliegramp-Faro-in-doofpot-gestopt.dhtml|title=Echte oorzaak vliegramp Faro in doofpot gestopt|date=14 February 2011|work=Algemeen Dagblad|language=nl|trans-title=Real cause Faro disaster disguised}}</ref> Furthermore, the data from the black box was incomplete in the Dutch report from 1993; the last seconds were missing.<ref>{{Cite web|url=https://nos.nl/l/218821|title=Vliegramp Faro door fout piloten|date=14 February 2011|website=nos.nl|language=nl|trans-title=Faro plane crash due to wrong pilots|access-date=2019-12-21}}</ref><ref>{{Cite web|title=Vliegramp Faro door fout piloten|url=https://nos.nl/l/218821|website=nos.nl|date=14 February 2011 |language=nl|access-date=2020-05-28}}</ref> In the cover letter to the report of the American Aviation Service, in which the data from the black box were presented, it was indicated that the autopilot had been used incorrectly. The report also recommended improving the training of pilots.<ref>{{Cite web|url=https://nos.nl/l/218936|title=Uitgebreid interview met Harry Horlings|date=14 February 2011|website=nos.nl|language=nl|trans-title=Extensive interview with Harry Horlings|access-date=2019-12-21}}</ref>

The [[Dutch Safety Board]] stated that it was unable to respond because the Council had not been able to view and assess the report from Horlings. Attorney Jan Willem Koeleman, who assisted some of the surviving relatives, announced that he would request Martinair to recognize liability and pay additional compensation.<ref name=":1" /> On 8 December 2012, Koeleman reported Martinair and the Dutch state to complain before the 21st of that month. After that date the case would be barred.<ref>{{Cite news|url=http://www.telegraaf.nl/binnenland/21141880/__Aanklacht_om_ramp_Faro__.html|title=Aanklacht om ramp Faro|date=8 December 2012|work=De Telegraaf|language=nl|trans-title=Indictment for disaster in Faro}}</ref>

The case against Martinair, which had, in the meantime, become part of [[KLM]], finally served on 13 January 2014 in [[Amsterdam]].<ref name=":2">{{Cite news|url=http://www.ad.nl/ad/nl/1012/Nederland/article/detail/3576396/2014/01/13/Slachtoffers-Faro-ramp-gaan-strijd-aan.dhtml|title=Slachtoffers Faro-ramp gaan strijd aan|date=13 January 2014|work=Algemeen Dagblad|language=nl|trans-title=Faro disaster victims are fighting}}</ref> On February 26, 2014, the court rendered judgement, ruling that additional damages were not necessary.<ref name="V20140226">{{cite web|url=https://www.usa-advocaten.nl/rechtbank-den-haag-nieuw-deskundigenonderzoek-in-de-faro-ramp/|title=Rechtbank Den Haag: nieuw deskundigenonderzoek in de Faro-ramp|date=26 February 2014|website=USA Advocaten|language=nl|trans-title=Court of The Hague: new expert investigation in the Faro disaster}}</ref>

The case against the state of the Netherlands served on 20 January 2014 in [[The Hague]].<ref name=":2" /> On the same day on which the District Court ruled in Amsterdam, 26 February 2014, a decision was also made here by means of an interlocutory judgement. Unlike the court in Amsterdam, the court in The Hague deemed further investigation necessary and wished to hear experts.<ref name="V20140226" />

In January 2020, the District Court of the Hague ruled that the Dutch state was partly responsible for the accident.<ref name=NLT080120>{{cite web |url=https://nltimes.nl/2020/01/08/dutch-state-partly-liable-1992-faro-plane-crash-court-rules |title=Dutch State partly liable in 1992 Faro plane crash, court rules |first=Janene |last=Pieters |date=8 January 2020 |publisher=NL Times |accessdate=8 January 2020}}</ref>

== News coverage == The disaster at Faro happened a few months after the crash of [[El Al Flight 1862]], in an Amsterdam neighbourhood. Although the crash at Faro was more deadly, it received relatively little media attention.

Survivors felt that too little attention was being given to their experience from the crash. They united as the "Anthony Ruys Foundation", after the name of the aircraft, to engage with the media. This foundation was dissolved in May 2011.<ref>{{Cite web|url=https://www.vliegrampfaro.nl/over/anthony-ruys-stichting/|title=Anthony Ruys Stichting|website=vliegrampfaro.nl|publisher=Vliegrampfaro|language=nl|trans-title=Anthony Ruys Foundation|access-date=2019-12-21}}</ref>

On 16 January 2016, the Dutch [[Current affairs (news format)|current affairs]] program ''[[EenVandaag]]'' aired an episode about the disaster. In the broadcast, a former technical controller from Martinair stated that, sometime before the date of the flight and under great pressure from his supervisors, he had signed a form in which the replacement of a landing gear of the aircraft was postponed for a third time. Such a postponement could only be granted twice. The episode included an interview with attorney Jan Willem Koeleman, who assisted victims and survivors, detailing he had discovered that an archive of the Aviation Council should remain secret. CDA member of parliament, [[Pieter Omtzigt]], called this "very inappropriate" and demanded that the government ask for clarification.<ref>{{Cite news|url=http://www.telegraaf.nl/binnenland/25018142/___Toestel_Faro-ramp_vertrok_na_grote_druk___.html|title=Toestel Faro-ramp vertrok na grote druk|date=16 January 2016|work=De Telegraaf|language=nl|trans-title=The Faro disaster aircraft left after great pressure}}</ref>

== In popular culture == The events of Martinair Flight 495 were featured in the 2022 episode "[[List of Mayday episodes#ep192|Peril over Portugal]]", of the Canadian documentary TV series ''[[Mayday (Canadian TV series)|Mayday]]''.<ref name=Mayday>{{Cite episode |title=Peril over Portugal |episode-link=List of Mayday episodes#ep192 |series=Mayday |series-link=Mayday (Canadian TV series) |publisher=[[Cineflix]] |network=[[Discovery (Canada)|Discovery Channel Canada]] |season=22 |number=2 |date=2022-01-24}}</ref>

== See also == * [[Bhoja Air Flight 213]] * [[China Airlines Flight 642]] * [[Delta Air Lines Flight 191]] * [[Pan Am Flight 759]] * [[USAir Flight 1016]] * [[American Airlines Flight 1420]] *[[United Nations Flight 834]] *[[Aeroméxico Connect Flight 2431]] *[[1956 Kano Airport BOAC Argonaut crash]]

==References== {{reflist}}

*{{citation |url=http://www.vliegrampfaro.nl/wp-content/uploads/2015/03/Faro_MP495_accident-report-English.pdf |title= Final report on the accident occurring at Faro airport Portugal on 21 December 1992 |publisher=DGAC |date=6 September 1994 }} - Non-official English translation provided by the [[Netherlands Aviation Safety Board]] ([https://web.archive.org/web/20140812014004/http://www.vliegrampfaro.nl/bijlagen/09001_ondezoeksrapport-Engels.pdf Archive])

==External links== {{commons category-inline|Martinair Flight 495}} *{{citation |url=http://www.vliegrampfaro.nl/wp-content/uploads/2015/03/Faro_MP495_accident-report-English.pdf |title= Final report on the accident occurring at Faro airport Portugal on 21 December 1992 |publisher=DGAC |date=6 September 1994 }} - Non-official English translation provided by the [[Netherlands Aviation Safety Board]] ([https://web.archive.org/web/20140812014004/http://www.vliegrampfaro.nl/bijlagen/09001_ondezoeksrapport-Engels.pdf Archive]) *{{citation |url=http://www.gpiaa.gov.pt?cr=9589 |title=1992/DEZ/21 - Acidente com o McDonell Douglas DC10-30F - PH-MBN - Aeroporto de Faro (Relatório Final) |language=pt |publisher=GPIAA }}: ***[http://www.gpiaa.gov.pt/wwwbase/wwwinclude/ficheiro.aspx?tipo=0&id=9589&ambiente=WebSiteMenu Report document] ([https://web.archive.org/web/20140727002944/http://www.gpiaa.gov.pt/wwwbase/wwwinclude/ficheiro.aspx?tipo=0&id=9589&ambiente=WebSiteMenu Archive], [https://web.archive.org/web/20110930132146/http://www.gpiaa.gov.pt/tempfiles/20080218182343moptc.pdf Alt] [https://web.archive.org/web/20140812014025/http://www.vliegrampfaro.nl/bijlagen/09002_onderzoeksrapport%20Portugees.pdf Alt #2]) – Original version * [[Dutch Safety Board]]: "[https://www.onderzoeksraad.nl/en/page/17609/aircraft-accident-faro Aircraft accident Faro. On December 1992 ]" * [http://www.vliegrampfaro.nl/over/crash-martinair-flight-mp495-in-faro-portugal/ VliegrampFaro.nl] site mainly in Dutch, maintained by a survivor of the crash

[[Category:Airliner accidents and incidents caused by microbursts]] [[Category:Aviation accidents and incidents in 1992]] [[Category:Aviation accidents and incidents in Portugal]] [[Category:Aviation accidents and incidents involving the McDonnell Douglas DC-10]] [[Category:Martinair accidents and incidents|495]] [[Category:1992 in Portugal]] [[Category:Meteorological events in 1992]] [[Category:December 1992 in Europe]] [[Category:Airliner accidents and incidents caused by pilot error]] [[Category:1992 disasters in Portugal]]