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Korean Air Lines Flight

"Flight " redirects here. For other uses, see Flight 7.

shoot-down of a civilian airliner

Shootdown
HL, the aircraft that was shot down, landing at London Heathrow airport in
Date	1 September
Summary	Shot down by the Soviet Air Force after navigation error by KAL pilots
Site	Sea of Japan, near Moneron Island, west of Sakhalin Island, Soviet Union 46°34′N°17′E / °N °E / ; (KAL)Coordinates: 46°34′N°17′E / °N °E / ; (KAL)
Aircraft
Aircraft&#;type	Boeing B
Operator	Korean Air Lines
Registration	HL
Flight origin	John F. Kennedy International Airport, New York City, New York, U.S.
Stopover	Anchorage International Airport, Anchorage, Alaska, U.S.
Destination	Gimpo International Airport, Gangseo-gu, Seoul, South Korea
Occupants
Passengers	^[1]
Crew	23^{[note 1]}
Fatalities
Survivors	0

Korean Air Lines Flight (also known as KAL and KE)^{[note 2]} was a scheduled Korean Air Lines flight from New York City to Seoul via Anchorage, Alaska. On September 1, , the South Korean airliner servicing the flight was shot down by a SovietSuinterceptor. The Boeing airliner was en route from Anchorage to Seoul, but due to a navigational mistake made by the KAL crew the airliner deviated from its original planned route and flew through Soviet prohibited airspace about the time of a U.S. aerial reconnaissance mission. The Soviet Air Forces treated the unidentified aircraft as an intruding U.S. spy plane, and destroyed it with air-to-air missiles, after firing warning shots which were likely not seen by the KAL pilots.^[2] The Korean airliner eventually crashed in the sea near Moneron Island west of Sakhalin in the Sea of Japan. All passengers and crew aboard were killed, including Larry McDonald, a United States Representative from Georgia. The Soviets found the wreckage under the sea on September 15, and found the flight recorders in October, but this information was kept secret until

The Soviet Union initially denied knowledge of the incident,^[3] but later admitted shooting down the aircraft, claiming that it was on a MASINT spy mission.^[4] The Politburo of the Communist Party of the Soviet Union said it was a deliberate provocation by the United States^[5] to probe the Soviet Union's military preparedness, or even to provoke a war. The White House accused the Soviet Union of obstructing search and rescue operations.^[6] The Soviet Armed Forces suppressed evidence sought by the International Civil Aviation Organization (ICAO) investigation, such as the flight recorders,^[7] which were released ten years later, after the dissolution of the Soviet Union.^[8]

The incident was one of the most tense moments of the Cold War and resulted in an escalation of anti-Soviet sentiment, particularly in the United States.

As a result of the incident, the United States altered tracking procedures for aircraft departing from Alaska. The interface of the autopilot used on airliners was redesigned to make it more ergonomic.^[9] In addition, the incident was one of the most important events that prompted the Reagan administration to allow worldwide access to the United States Global Positioning System (GPS).^[10]^[11]

Aircraft[edit]

The aircraft involved when still in service with Condor

The aircraft flying as Korean Air Lines Flight was a Boeing B jet airliner with Boeing serial number The aircraft first flew on January 28, , and was delivered on March 17, to German airline Condor with the registration D-ABYH. It was sold to the ITEL Corporation in February and leased to Korean Air Lines with the registration HL^[12]^[13]

Details of the flight[edit]

Passengers and crew[edit]

Nationality	Victims
Australia	4
Hong Kong	12
Canada	8
Dominican Republic	1
India	1
Iran	1
Japan	28
Malaysia	1
Philippines	16
South Korea	*
Sweden	1
Taiwan	23
Thailand	5
United Kingdom	2
United States	62
Vietnam	1
Total
* 76 passengers, 23 active crew and 6 deadheading crew^[14]

Congressman Larry McDonald

The aircraft flying as Korean Air Lines Flight was a Boeing B registered HL The aircraft departed Gate 15 of John F. Kennedy International Airport, New York City on August 31, , at EDT ( UTC), bound for Gimpo International Airport in Gangseo District, Seoul, 35 minutes behind its scheduled departure time of EDT, August 30 ( UTC, August 31). The flight was carrying passengers and 23 crew members.^{[note 1]}^[15] After refueling at Anchorage International Airport in Anchorage, Alaska, the aircraft, piloted on this leg of the journey by Captain Chun Byung-in, First Officer Son Dong-hui and Flight Engineer Kim Eui-dong,^[16]^[17] departed for Seoul at AHDT (&#;UTC) on August 31,

The aircrew had an unusually high ratio of crew to passengers, as six deadheading crew were on board.^[18] Twelve passengers occupied the upper deck first class, while in business class almost all of the 24 seats were taken; in economy class, approximately 80 seats were empty. There were 22 children under the age of 12 years aboard. passengers planned to connect to other destinations such as Tokyo, Hong Kong, and Taipei.^[19]United States CongressmanLarry McDonald from Georgia, who at the time was also the second president of the conservative John Birch Society, was on the flight.

Flight deviation from assigned route[edit]

After taking off from Anchorage, the flight was instructed by air traffic control (ATC) to turn to a heading of degrees. Approximately 90 seconds later, ATC directed the flight to "proceed direct Bethel when able".^[20]^[21] Upon arriving over Bethel, Alaska, KAL entered the northernmost of five mile (80&#;km) wide airways, known as the NOPAC (North Pacific) routes, that bridge the Alaskan and Japanese coasts. KAL&#;'s particular airway, R (Romeo Two Zero), passes just miles (&#;km) from what was then Soviet airspace off the coast of the Kamchatka Peninsula.

The autopilot system used at the time had four basic control modes: HEADING, VOR/LOC, ILS, and INS. The HEADING mode maintained a constant magnetic course selected by the pilot. The VOR/LOC mode maintained the plane on a specific course, transmitted from a VOR (VHF omnidirectional range, a type of short-range radio signal transmitted from ground beacons) or Localizer (LOC) beacon selected by the pilot. The ILS (instrument landing system) mode caused the plane to track both vertical and lateral course beacons, which led to a specific runway selected by the pilot. The INS (inertial navigation system) mode maintained the plane on lateral course lines between selected flight plan waypoints programmed into the INS computer.

When the INS navigation systems were properly programmed with the filed flight plan waypoints, the pilot could turn the autopilot mode selector switch to the INS position and the plane would then automatically track the programmed INS course line, provided the plane was headed in the proper direction and within miles (&#;km) of that course line. If, however, the plane was more than miles (&#;km) from the flight-planned course line when the pilot turned the autopilot mode selector from HEADING to INS, the plane would continue to track the heading selected in HEADING mode as long as the actual position of the plane was more than miles (&#;km) from the programmed INS course line. The autopilot computer software commanded the INS mode to remain in the "armed" condition until the plane had moved to a position less than miles (&#;km) from the desired course line. Once that happened, the INS mode would change from "armed" to "capture" and the plane would track the flight-planned course from then on.^[22]

The HEADING mode of the autopilot would normally be engaged sometime after takeoff to comply with vectors from ATC, and then after receiving appropriate ATC clearance, to guide the plane to intercept the desired INS course line.^[22]

The Anchorage VOR beacon was not operational because of maintenance.^[23] The crew received a NOTAM (Notice to Airmen) of this fact, which was not seen as a problem, as the captain could still check his position at the next VORTAC beacon at Bethel, miles (&#;km) away. The aircraft was required to maintain the assigned heading of degrees, until it could receive the signals from Bethel, then it could fly direct to Bethel, as instructed by ATC, by centering the VOR "to" course deviation indicator (CDI) and then engaging the auto pilot in the VOR/LOC mode. Then, when over the Bethel beacon, the flight could start using INS mode to follow the waypoints that make up route Romeo around the coast of the U.S.S.R. to Seoul. The INS mode was necessary for this route, since after Bethel the plane would be mostly out of range from VOR stations.

A simplified CIA map showing divergence of planned and actual flight paths

At about 10 minutes after take-off, KAL&#;, flying on a heading of degrees, began to deviate to the right (north) of its assigned route to Bethel, and continued to fly on this constant heading for the next five and a half hours.^[24]

International Civil Aviation Organization (ICAO) simulation and analysis of the flight data recorder determined that this deviation was probably caused by the aircraft's autopilot system operating in HEADING mode, after the point that it should have been switched to the INS mode.^[9]^[25] According to the ICAO, the autopilot was not operating in the INS mode either because the crew did not switch the autopilot to the INS mode (shortly after Cairn Mountain), or they did select the INS mode, but the computer did not transition from INERTIAL NAVIGATION ARMED to INS mode because the aircraft had already deviated off track by more than the miles (&#;km) tolerance permitted by the inertial navigation computer. Whatever the reason, the autopilot remained in the HEADING mode, and the problem was not detected by the crew.^[9]

At 28 minutes after takeoff, civilian radar at Kenai Peninsula on the eastern shore of Cook Inlet and with radar coverage miles (&#;km) west of Anchorage, tracked KAL&#; miles (&#;km) north of where it should have been.^[26]

When KAL&#; did not reach Bethel at 50 minutes after takeoff, a military radar at King Salmon, Alaska, tracked KAL&#; at nautical miles (&#;km) north of where it should have been. There is no evidence to indicate that civil air traffic controllers or military radar personnel at Elmendorf Air Force Base (who were in a position to receive the King Salmon radar output) were aware of KAL&#;'s deviation in real-time, and therefore able to warn the aircraft. It had exceeded its expected maximum deviation sixfold, 2 nautical miles (&#;km) of error being the maximum expected drift from course if the inertial navigation system was activated.^[26]

KAL&#;'s divergence prevented the aircraft from transmitting its position via shorter range very high frequency radio (VHF). It therefore requested KAL&#;, also en route to Seoul, to relay reports to air traffic control on its behalf.^[27] KAL&#; requested KAL&#; to relay its position three times. At &#;UTC, KAL&#; directly transmitted a change of estimated time of arrival for its next waypoint, NEEVA, to the international flight service station at Anchorage,^[28] but it did so over the longer range high frequency radio (HF) rather than VHF. HF transmissions are able to carry a longer distance than VHF, but are vulnerable to electromagnetic interference and static; VHF is clearer with less interference, and preferred by flight crews. The inability to establish direct radio communications to be able to transmit their position directly did not alert the pilots of KAL&#; of their ever-increasing divergence^[26] and was not considered unusual by air traffic controllers.^[27] Halfway between Bethel and waypoint NABIE, KAL&#; passed through the southern portion of the North American Aerospace Defense Command buffer zone. This zone is north of Romeo 20 and off-limits to civilian aircraft.

Some time after leaving American territorial waters, KAL Flight crossed the International Date Line, where the local date shifted from August 31, , to September 1,

KAL&#; continued its journey, ever increasing its deviation—60 nautical miles (&#;km) off course at waypoint NABIE, nautical miles (&#;km) off course at waypoint NUKKS, and nautical miles (&#;km) off course at waypoint NEEVA—until it reached the Kamchatka Peninsula.^[14]

Map this section's coordinates using:OpenStreetMap&#;

Download coordinates as:KML&#;&#;&#;GPX

Shootdown[edit]

In , Cold War tensions between the United States and Soviet Union had escalated to a level not seen since the Cuban Missile Crisis because of several factors. These included the United States' Strategic Defense Initiative, its planned deployment of the Pershing II weapon system in Europe in March and April, and FleetEx ', the largest naval exercise held to date in the North Pacific.^[30] The military hierarchy of the Soviet Union (particularly the old guard led by Soviet General SecretaryYuri Andropov and Minister of DefenceDmitry Ustinov) viewed these actions as bellicose and destabilizing; they were deeply suspicious of U.S. PresidentRonald Reagan's intentions and openly fearful he was planning a pre-emptive nuclear strike against the Soviet Union. These fears culminated in RYAN, the code name for a secret intelligence-gathering program initiated by Andropov to detect a potential nuclear sneak attack which he believed Reagan was plotting.^[31]

Aircraft from USS&#;Midway and USS&#;Enterprise repeatedly overflew Soviet military installations in the Kuril Islands during FleetEx '83,^[32] resulting in the dismissal or reprimanding of Soviet military officials who had been unable to shoot them down.^[33] On the Soviet side, RYAN was expanded.^[33] Lastly, there was a heightened alert around the Kamchatka Peninsula at the time KAL&#; was in the vicinity, because of a Soviet missile test at the Kura Missile Test Range that was scheduled for the same day. A United States Air ForceBoeing RC reconnaissance aircraft flying in the area was monitoring the missile test off the peninsula.^[34]

At UTC, according to Soviet sources,^[26] KAL&#; entered the restricted airspace of the Kamchatka Peninsula. The buffer zone extended kilometres (&#;mi) from Kamchatka's coast and is known as a flight information region (FIR). The kilometre (62&#;mi) radius of the buffer zone nearest to Soviet territory had the additional designation of prohibited airspace. When KAL&#; was about kilometres (81&#;mi) from the Kamchatka coast, four MiG fighters were scrambled to intercept the Boeing ^[9]

Significant command and control problems were experienced trying to vector the fast military jets onto the Boeing before they ran out of fuel. In addition, pursuit was made more difficult, according to Soviet Air Force Captain Aleksandr Zuyev, who defected to the West in , because ten days before Arctic gales had knocked out the key warning radar on the Kamchatka Peninsula. Furthermore he stated that local officials responsible for repairing the radar lied to Moscow, falsely reporting that they had successfully fixed the radar. Had this radar been operational, it would have enabled an intercept of the stray airliner roughly two hours earlier with plenty of time for proper identification as a civilian aircraft. But instead, the unidentified jetliner crossed over the Kamchatka Peninsula back into international airspace over the Sea of Okhotsk without being intercepted.^[35] In his explanation to 60 Minutes, Zuyev stated:

Some people lied to Moscow, trying to save their ass.^[36]

The Commander of the Soviet Far East District Air Defense Forces, General Valery Kamensky,^[37] was adamant that KAL&#; was to be destroyed even over neutral waters but only after positive identification showed it not to be a passenger plane. His subordinate, General Anatoly Kornukov, commander of Sokol Air Base and later to become commander of the Russian Air Force, insisted that there was no need to make positive identification as "the intruder" had already flown over the Kamchatka Peninsula.

General Kornukov (to Military District Headquarters-Gen. Kamensky): () "simply destroy [it] even if it is over neutral waters? Are the orders to destroy it over neutral waters? Oh, well."
Kamensky: "We must find out, maybe it is some civilian craft or God knows who."
Kornukov: "What civilian? [It] has flown over Kamchatka! It [came] from the ocean without identification. I am giving the order to attack if it crosses the State border."

Units of the Soviet Air Defence Forces that had been tracking the South Korean aircraft for more than an hour while it entered and left Soviet airspace now classified the aircraft as a military target when it reentered their airspace over Sakhalin.^[9] After the protracted ground-controlled interception, the three Su fighters (from nearby Dolinsk-Sokol airbase) and the MiG^[38] (from Smirnykh Air Base) managed to make visual contact with the Boeing, even such in the black of night but not critical identification of the aircraft which Russian communications reveal. The pilot of the lead Su fighter fired warning shots with its cannon, but recalled later in , "I fired four bursts, more than rounds. For all the good it did. After all, I was loaded with armor piercing shells, not incendiary shells. It's doubtful whether anyone could see them."^[39]

At this point, KAL&#; contacted Tokyo Area Control Center, requesting clearance to ascend to a higher flight level for reasons of fuel economy; the request was granted, so the Boeing started to climb, gradually slowing as it exchanged speed for altitude. The decrease in speed caused the pursuing fighter to overshoot the Boeing and was interpreted by the Soviet pilot as an evasive maneuver. The order to shoot KAL&#; down was given as it was about to leave Soviet airspace for the second time. At around &#;UTC, under pressure from General Kornukov, and ground controllers not to let the aircraft escape into international airspace, the lead fighter was able to move back into a position where it could fire two K-8 (NATO reporting name: AA-3 "Anab") air-to-air missiles at the plane.^[2]

Soviet pilot's recollection of shootdown[edit]

In a interview with Izvestia, Major Gennadiy Osipovich, pilot of the Su interceptor that shot the down, spoke about his recollections of the events leading up to the shootdown. Contrary to official Soviet statements at the time, he recalled telling ground controllers that there were "blinking lights".^[40] He continued, saying of the B, "I saw two rows of windows and knew that this was a Boeing. I knew this was a civilian plane. But for me this meant nothing. It is easy to turn a civilian type of plane into one for military use."^[40] That was an evaluation more properly to have been made by his higher command.^{[attribution needed]} He did not offer even one broad detail of the immensity of the giant aircraft to the ground controllers: "I did not tell the ground that it was a Boeing-type plane; they did not ask me."^[39]^[40]^{[note 3]}

Commenting on the moment that KAL&#; slowed as it ascended from flight level to flight level , and then on his maneuvering for missile launch, Osipovich said:

They [KAL&#;] quickly lowered their speed. They were flying at &#;km/h (&#;mph). My speed was more than I was simply unable to fly slower. In my opinion, the intruder's intentions were plain. If I did not want to go into a stall, I would be forced to overshoot them. That's exactly what happened. We had already flown over the island [Sakhalin]. It is narrow at that point, the target was about to get away Then the ground [controller] gave the command: "Destroy the target!" That was easy to say. But how? With shells? I had already expended rounds. Ram it? I had always thought of that as poor taste. Ramming is the last resort. Just in case, I had already completed my turn and was coming down on top of him. Then, I had an idea. I dropped below him about two thousand metres (6,&#;ft) afterburners. Switched on the missiles and brought the nose up sharply. Success! I have a lock on.^[41]

We shot down the plane legally Later we began to lie about small details: the plane was supposedly flying without running lights or strobe light, that tracer bullets were fired, or that I had radio contact with them on the emergency frequency of megahertz.^[42]

Osipovich died on 23 September after a protracted illness.^[43]

Soviet command hierarchy of shootdown[edit]

The Soviet real-time military communication transcripts of the shootdown suggest the chain of command from the top general to Major Osipovich, the Su interceptor pilot who shot down KAL&#;^[44]^[45] In reverse order, they are:

Major Gennadiy Nikolayevich Osipovich,
Captain Titovnin, Combat Control Center – Fighter Division
Lt. Colonel Maistrenko, Smirnykh Air Base Fighter Division Acting Chief of Staff, who confirmed the shootdown order to Titovnin

"Titovnin: You confirm the task?

"Maistrenko: Yes."

Lt. Colonel Gerasimenko, Acting Commander, 41st Fighter Regiment.

"Gerasimenko: (to Kornukov) Task received. Destroy target 60–65 with missile fire. Accept control of fighter from Smirnikh."

General Anatoly Kornukov, Commander of Sokol Air Base – Sakhalin.

"Kornukov: (to Gerasimenko) I repeat the task, Fire the missiles, Fire on target 60– Destroy target 60– Take control of the MiG 23 from Smirnikh, call sign , call sign He is behind the target at the moment. Destroy the target! Carry out the task, Destroy it!"

General Valery Kamensky, Commander of Far East Military District Air Defense Forces.

"Kornukov: (To Kamensky) simply destroy [it] even if it is over neutral waters? Are the orders to destroy it over neutral waters? Oh, well."

Army General Ivan Moiseevich Tretyak, Commander of the Far East Military District.

"Weapons were used, weapons authorized at the highest level. Ivan Moiseevich authorized it. Hello, hello.", "Say again.", "I cannot hear you clearly now.", "He gave the order. Hello, hello, hello.", "Yes, yes.", "Ivan Moiseevich gave the order, Tretyak.", "Roger, roger.", "Weapons were used at his order."^[46]

Post-attack flight[edit]

At the time of the attack, the plane had been cruising at an altitude of about 35, feet (11,&#;m). Tapes recovered from the airliner's cockpit voice recorder indicate that the crew were unaware that they were off course and violating Soviet airspace. Immediately after missile detonation, the airliner began a second arc upward because of a damaged crossover cable between the left inboard and right outboard elevators.^[47]

At &#;UTC ( Japan Time; Sakhalin time),^[48] at the apex of the arc at altitude 38, feet (11,&#;m),^[47] the autopilot disengaged (this was either done by the pilots, or it disengaged automatically). Now being controlled manually, the plane began to descend to 35, feet (11,&#;m). From until , the flight crew reported to Tokyo Area Control Center informing that KAL&#; to "descend to 10," [feet; 3, m]. At , ICAO graphing of Digital Flight Data Recorder tapes showed that after a descent phase and a 10 second "nose-up", KAL&#; was leveled out at pre-missile detonation altitude of 35,&#;ft (11,&#;m), forward acceleration was back to pre-missile detonation rate of zero acceleration, and air speed had returned to pre-detonation velocity.

Yaw (oscillations), begun at the time of missile detonation, continued decreasingly until the end of the 1 minute 44 second section of the tape. The Boeing did not break up, explode or plummet immediately after the attack; it continued its gradual descent for four minutes, then leveled off at 16,&#;feet (5, m) (–&#;UTC), rather than continuing to descend to 10, (3, m) as previously reported to Tokyo Area Control Center. It continued at this altitude for almost five more minutes (&#;UTC).

The last cockpit voice recorder entry occurred at while in this phase of the descent. At &#;UTC, the aircraft was reported turning to the north.^[49] ICAO analysis concluded that the flight crew "retained limited control" of the aircraft.^[50] However, this only lasted for five minutes. The crew then lost all control. The aircraft began to descend rapidly in spirals over Moneron Island for miles (&#;km). The aircraft then broke apart in mid-air and crashed into the ocean, just off the West coast of the Sakhalin Island. All people on board were killed instantly from blunt trauma.^{[note 4]} The aircraft was last seen visually by Osipovich, "somehow descending slowly" over Moneron Island. The aircraft disappeared off long range military radar at Wakkanai, Japan at a height of 1, feet (&#;m).^[51]

KAL was probably attacked in international airspace, with a Russian report listing the location of the missile firing outside its territory at 46°46′27″N°32′48″E / °N °E / ; (KAL),^[33]^[52] although the intercepting pilot stated otherwise in a subsequent interview. Initial reports that the airliner had been forced to land on Sakhalin were soon proven false. One of these reports conveyed via phone by Orville Brockman, the Washington office spokesman of the Federal Aviation Administration, to the press secretary of Larry McDonald, was that the FAA in Tokyo had been informed by the Japanese Civil Aviation Bureau that "Japanese self-defense force radar confirms that the Hokkaido radar followed Air Korea to a landing in Soviet territory on the island of Sakhalinska and it is confirmed by the manifest that Congressman McDonald is on board".^[53]

A Japanese fisherman aboard 58th Chidori Maru later reported to the Japanese Maritime Safety Agency (this report was cited by ICAO analysis) that he had heard a plane at low altitude, but had not seen it. Then he heard "a loud sound followed by a bright flash of light on the horizon, then another dull sound and a less intense flash of light on the horizon"^[54] and smelled aviation fuel.^[55]

Soviet command response to post-detonation flight[edit]

Though the interceptor pilot reported to ground control, "Target destroyed", the Soviet command, from general on down, indicated surprise and consternation at KAL&#;'s continued flight, and ability to regain its altitude and maneuver. This consternation continued through to KAL&#;'s subsequent level flight at altitude 16,&#;ft (5,&#;m), and then, after almost five minutes, through its spiral descent over Moneron Island. (See Korean Air Lines Flight transcripts from UTC onwards: "Lt. Col. Novoseletski: Well, what is happening, what is the matter, who guided him in — he locked on why didn't he shoot it down?")

Missile damage to plane[edit]

The following damage to the aircraft was determined by the ICAO from its analysis of the flight data recorder and cockpit voice recorder:

Hydraulics[edit]

KAL&#; had four redundant hydraulic systems of which systems one, two, and three were damaged or destroyed. There was no evidence of damage to system four.^[48] The hydraulics provided actuation of all primary and secondary flight controls (except leading edge slats in the latter) as well as of landing gear retraction, extension, gear steering, and wheel braking. Each primary flight control axis received power from all four hydraulic systems.^[56] Upon missile detonation, the jumbo jet began to experience oscillations (yawing) as the dual channel yaw damper was damaged. Yawing would not have occurred if hydraulic systems one or two were fully operational. The result is that the control column did not thrust forward upon impact (it should have done so as the plane was on autopilot) to bring down the plane to its former altitude of 35, feet (11,&#;m). This failure of the autopilot to correct the rise in altitude indicates that hydraulic system number three, which operates the autopilot actuator, a system controlling the plane's elevators, was damaged or out. KAL&#;'s airspeed and acceleration rate both began to decrease as the plane began to climb. At twenty seconds after missile detonation a click was heard in the cabin, which is identified as the "automatic pilot disconnect warning" sound. Either the pilot or co-pilot had disconnected the autopilot and was manually thrusting the control column forward in order to bring the plane lower. Though the autopilot had been turned off, manual mode did not begin functioning for another twenty seconds. This failure of the manual system to engage upon command indicates failure in hydraulic systems one and two. With wing flaps up, "control was reduced to the right inboard aileron and the innermost of spoiler section of each side".^[48]

Left wing[edit]

Contrary to Major Osipovich's statement in that he had taken off half of KAL&#;'s left wing,^[39] ICAO analysis found that the wing was intact: "The interceptor pilot stated that the first missile hit near the tail, while the second missile took off half the left wing of the aircraft The interceptor's pilot's statement that the second missile took off half of the left wing was probably incorrect. The missiles were fired with a two-second interval and would have detonated at an equal interval. The first detonated at &#;UTC. The last radio transmissions from KE to Tokyo Radio were between and &#;UTC using HF [high frequency]. The HF 1 radio aerial of the aircraft was positioned in the left wing tip suggesting that the left wing tip was intact at this time. Also, the aircraft's maneuvers after the attack did not indicate extensive damage to the left wing."^[57]

Engines[edit]

The co-pilot reported to Captain Chun twice during the flight after the missiles' detonation, "Engines normal, sir."^[58]

Tail section[edit]

The first missile was radar-controlled and proximity fuzed, and detonated 50 metres (&#;ft) behind the aircraft. Sending fragments forward, it either severed or unraveled the crossover cable from the left inboard elevator to the right elevator.^[47] This, with damage to one of the four hydraulic systems, caused KAL&#; to ascend from 35, to 38, feet (10, to 11,&#;m), at which point the autopilot was disengaged.

Fuselage[edit]

Fragments from the proximity fuzedair-to-air missile that detonated 50 metres (&#;ft) behind the aircraft, punctured the fuselage and caused rapid decompression of the pressurised cabin. The interval of 11 seconds between the sound of missile detonation picked up by the cockpit voice recorder and the sound of the alarm sounding in the cockpit enabled ICAO analysts to determine that the size of the ruptures to the pressurised fuselage was square feet (&#;m²).^[59]

Search and rescue[edit]

As a result of Cold War tensions, the search and rescue operations of the Soviet Union were not coordinated with those of the United States, South Korea, and Japan. Consequently no information was shared, and each side endeavored to harass or obtain evidence to implicate the other.^[60] The flight data recorders were the key pieces of evidence sought by both governments, with the United States insisting that an independent observer from the ICAO be present on one of its search vessels in the event that they were found.^[61] International boundaries are not well defined on the open sea, leading to numerous confrontations between the large number of opposing naval ships that were assembled in the area.^[62]

Soviet search and rescue mission to Moneron Island[edit]

The Soviets did not acknowledge shooting down the aircraft until September 6, five days after the flight was shot down.^[63] Eight days after the shootdown, Marshal of the Soviet Union and Chief of General StaffNikolai Ogarkov denied knowledge of where KAL&#; had gone down; "We could not give the precise answer about the spot where it [KAL&#;] fell because we ourselves did not know the spot in the first place."^[64]

Nine years later, the Russian Federation handed over transcripts of Soviet military communications that showed that at least two documented search and rescue (SAR) missions were ordered within a half-hour of the attack, to the last Soviet verified location of the descending jumbo jet over Moneron Island. The first search was ordered from Smirnykh Air Base in central Sakhalin at UTC, nine minutes after KAL&#; had disappeared from Soviet radar screens, and brought rescue helicopters from Khomutovo Air base (the military unit at Yuzhno-Sakhalinsk Airport in southern Sakhalin), and Soviet Border Troops boats to the area.^[59]

The second search was ordered eight minutes later by the Deputy Commander of the Far Eastern Military District, General Strogov, and involved civilian trawlers that were in the area around Moneron. "The border guards. What ships do we now have near Moneron Island, if they are civilians, send [them] there immediately."^[65] Moneron is just miles (&#;km) long and miles (&#;km) wide, located 24 miles (39&#;km) due west of Sakhalin Island at 46°15′N°14′E / °N °E / ; (Moneron Island); it is the only land mass in the whole Tatar Straits.

Search for KAL&#; in international waters[edit]

The submersible Deep Drone is deployed from the fleet tug, USNS Narragansett (T-ATF ).

Immediately after the shootdown, South Korea, owner of the aircraft and therefore prime considerant for jurisdiction, designated the United States and Japan as search and salvage agents, thereby making it illegal for the Soviet Union to salvage the aircraft, providing it was found outside Soviet territorial waters. If it did so, the United States would now be legally entitled to use force against the Soviets, if necessary, to prevent retrieval of any part of the plane.^[66]

On the same day as the shootdown, Rear Admiral William A. Cockell, Commander, Task Force 71, and a skeleton staff, taken by helicopter from Japan, embarked in USS&#;Badger (stationed off Vladivostok at time of the flight)^[67] on September 9 for further transfer to the destroyer USS&#;Elliot

Источник: [cromwellpsi.com]

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