Philippine Airlines Flight 434

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Philippine Airlines Flight 434

EI-BWF, the accident aircraft, in December 1988
Bombing
Date	December 11, 1994
Summary	Terrorist bombing by Ramzi Yousef as a test for Bojinka plot, loss of flight controls
Site	Minami Daito Island, Okinawa, Japan 25°50′45″N 131°14′30″E / 25.84583°N 131.24167°E / 25.84583; 131.24167Coordinates: 25°50′45″N 131°14′30″E / 25.84583°N 131.24167°E / 25.84583; 131.24167
Aircraft
Aircraft type	Boeing 747-283BM
Operator	Philippine Airlines
Registration	EI-BWF
Flight origin	Ninoy Aquino International Airport, Pasay, Philippines
Stopover	Mactan–Cebu International Airport, Cebu, Philippines
Destination	Narita International Airport, Tokyo, Japan
Occupants	293
Passengers	273
Crew	20
Fatalities	1
Injuries	10
Survivors	292

Philippine Airlines Flight 434, sometimes referred to as PAL434 or PR434, was a flight on December 11, 1994 from Cebu to Tokyo on a Boeing 747-283B that was seriously damaged by a bomb, killing one passenger and damaging vital control systems.^[1] The bombing was a test run of the unsuccessful Bojinka terrorist attacks. The Boeing 747 (tail number EI-BWF) was flying the second leg of a route from Ninoy Aquino International Airport (formerly Manila International Airport), Pasay in the Philippines, to Narita International Airport, in Tokyo, Japan, with a stop at Mactan–Cebu International Airport, Cebu, in the Philippines. After the bomb detonated, 58-year-old veteran pilot Captain Eduardo "Ed" Reyes was able to land the aircraft, saving it and the remaining passengers and crew.^[2]

Authorities later discovered that Ramzi Yousef, a passenger on the aircraft's prior flight leg, had placed the explosive.^[3][4] Yousef boarded the flight under the fake Italian name "Armaldo Forlani", an incorrect spelling of the name of the Italian legislator^[5] Arnaldo Forlani, in order not to get caught.^[6] Yousef was later convicted of the 1993 World Trade Center bombing.^[4]

Aircraft and crew[]

The aircraft operating Flight 434 was a 15-year-old Boeing 747-283BM, registration EI-BWF, serial number 21575.^[7] It made its first flight on February 17, 1979, and was delivered to Scandinavian Airlines (SAS) on March 2, 1979 as SE-DFZ, operating the plane as "Knut Viking". The plane was then delivered to Philippine Airlines on April 1, 1992, after flying with Nigeria Airways, Lionair (Luxembourg), and Aerolineas Argentinas, from June 3, 1983, to March 30, 1992.

The flight crew consisted of the following:

• Captain Eduardo "Ed" Reyes (1936–2007), a 58-year old veteran pilot who served in the Philippine Air Force from 1958 to 1964, and was flying for the Philippine Airlines since 1964.
• First officer Jaime Herrera (1948–2021), also a veteran pilot who was flying for the Philippine Airlines since 1970. Herrera was 46 years old and was serving as co-pilot at the time of the incident.
• Flight Engineer Dexter Comendador (born 1960), who, like Reyes, was also a Philippine Air Force pilot, serving from 1983 to 1992. He was flying for the Philippine Airlines since 1992. Comendador was 34 years old at that time.

Bombing[]

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Setting the bomb[]

Ramzi Yousef boarded the aircraft for the Manila to Cebu leg of the flight. The plane departed from Manila at 5:35 a.m. (UTC+08:00) After the plane was airborne, he went into the lavatory with his toiletry bag in hand and took off his shoes to get out the batteries, wiring, and spark source hidden in the heel below a level where metal detectors in use at the time could detect anything. Yousef removed a modified Casio digital watch from his wrist to be used as a timer, unpacked the remaining materials from his toiletry bag, and assembled his bomb. He set the timer for four hours later, when he would be long disembarked and the plane would be far out over the ocean and en route to Tokyo during the next leg of its journey, put the entire bomb back into the bag, and returned to his assigned seat.

After asking a flight attendant for permission to move to seat 26K, claiming that he could get a better view from that seat, Yousef moved there and tucked the assembled bomb into the life vest pocket underneath. He exited the aircraft in Cebu.^[8] Philippine domestic Flight Attendant Maria De La Cruz noticed that Yousef had switched seats during the course of the Manila to Cebu flight and got off the plane in Cebu with the domestic cabin crew, but did not pass the information along to the international flight crew that boarded at Cebu for the trip to Tokyo. 25 other passengers also got off the plane at Cebu, where 256 more passengers and a new cabin crew consisting of Flight Purser Isidro Mangahas, Jr., Flight Stewards Fernando Bayot, Agustin Azurin, Ronnie Macapagal, E. Reyes, R. Santiago, Flight Attendants M. Alvar, Alpha Nicolasin, Cynthia Tengonciang, Andre Palma, Socorro Mendoza, E. Co, L. Garcia, N. dela Cruz, Adora Altarejos, L. Abella and Japanese interpreter K. Okada, boarded the plane for the final leg of the flight to Tokyo.^[6]

Explosion[]

Aftermath of the bombing, photographed by the United States Diplomatic Security Service

Flight 434 landed in Cebu at 6:50 a.m., after a flight time of 1 hour 15 minutes. At 8:38 a.m., after a 38-minute delay due to airport congestion, the plane took off with a total of 273 passengers on board. Among them was 24-year-old Haruki Ikegami (池上春樹, Ikegami Haruki), a Japanese industrial sewing machine maker returning from a business trip to Cebu, occupying seat 26K.^[6] At 11:43 a.m. (UTC+09:00), 4 hours after Yousef planted his bomb, the device exploded underneath Ikegami, immediately killing him and injuring an additional ten passengers in the adjacent seats in front of and behind seat 26K.^[6] The blast also blew off a two-square-foot (0.2 m²) portion of the cabin floor leaving a gaping hole leading to the cargo hold, and the cabin's rapid expansion from the explosion severed a number of control cables in the ceiling that controlled the plane's right aileron, as well as cables that connected to the steering controls of both the Captain and First Officer.^[6]

The severity of the disaster was reduced by several mitigating factors. One was that this particular 747 had a modified seating arrangement instead of the standard layout, making seat 26K two rows forward of the center fuel tank. The hole in the floor beneath the seat punched through to the cargo hold instead of the fuel tank, sparing the plane from exploding.^[6] The bomb's orientation, positioned front-to-back and upward angled from horizontal, caused the blast to expand vertically and lengthwise. This spared the plane's outer structure, as Ikegami's body absorbed most of the blast force;^[6] the lower half of his body fell into the cargo hold. Additionally, due to the 38-minute delay in takeoff from Cebu the plane was not as far out to sea as anticipated, which contributed to the captain's available options for an emergency landing.^[6]

Masaharu Mochizuki, a passenger on the flight, recalled that passengers, both injured and uninjured, initially tried to move away from the blast site, but cabin crew told passengers to remain in place until an assessment of the situation could be made.^[6] Assistant purser and lead economy class flight attendant, Fernando Bayot, moved an injured passenger named Yukihiko Osui away from the bomb site. Bayot then saw Ikegami and tried to pull him out of the hole, but soon realized that most of Ikegami's body below the waist was either damaged or missing entirely. In order to prevent additional panic, Bayot called another flight attendant over to give the appearance that they were tending to Ikegami's needs with a blanket and oxygen mask, then reported the extent of the passenger injuries to the cockpit.^[6] Of the ten passengers who were injured, one needed urgent medical care.^[6]

Landing[]

Immediately after the explosion, the aircraft banked hard to the right, but the autopilot quickly corrected the bank.^[6] After the blast, Captain Reyes asked Systems Engineer Dexter Commentator to survey the blast site to check for damage. Reyes placed the Mayday call, requesting landing at Naha Airport, Okinawa Island, Okinawa Prefecture.^[6] The Japanese air traffic controller experienced difficulty in trying to understand Reyes' request, so American air traffic controllers from a U.S. military base on Okinawa took over and processed Reyes' landing.^[6] They directed a USAF Lear jet towards PAL 434 to visually check for damage of the outer fuselage and to verify that the landing gear was in place. The autopilot had stopped responding to Reyes' commands and the aircraft flew past Okinawa.^[6]

Reyes said in an interview for the Canadian television series Mayday that when he disengaged the autopilot he feared that the aircraft would bank right again and the crew would lose control of the aircraft; because of the pressing need to land quickly to attend to the injured and inspect the plane for additional damage, however, Reyes instructed First Officer Jaime Herrera to take hold of his own controls and then Reyes deactivated the autopilot.^[6] The aircraft did not bank after the disengagement of the autopilot, but neither would it respond to steering inputs from either controller due to the control cable damage caused by the bomb.^[6] The crew struggled to use the ailerons, which could allow the aircraft to roll but were still unable to change the plane's direction. After thinking through the different hypothetical methods of control, the crew settled on using asymmetric thrust to control the jet, in a very similar fashion to United Airlines Flight 232's crew five years earlier, because other methods of control were either deemed too risky to attempt, or would not have as much effect as other ways.^[6]

By using the throttles to steer the plane, reducing air speed to both control the radius of turns and to allow the plane to descend, and dumping fuel to lessen the strain on the landing gear,^[6] the Captain landed the damaged 747 at Naha Airport at 12:45 p.m., one hour after the bomb exploded.^[5] The aircraft's other 272 passengers and 20 crew members survived.^[6]

The bomb[]

U.S. prosecutors said the device was a "Mark II" PETN "microbomb" constructed using Casio digital watches as described in Phase I of the Bojinka plot, for which this was a test.^[9] On Flight 434, Yousef used one tenth of the explosive power he planned to use on eleven U.S. airliners in January 1995.^{[citation needed]} The bomb was, or at least all of its components were, designed to slip through airport security checks undetected. The explosive used was liquid nitroglycerin, which was disguised as a bottle of contact lens fluid.^[9] Other ingredients included glycerin, nitrate, sulfuric acid, and minute concentrations of nitrobenzene, silver azide, and liquid acetone.^{[citation needed]} The wires he used were hidden in the heel of his shoe, below the detectable range of the metal detectors used by airports of the day.^{[citation needed]}

Aftermath[]

Manila police were able to track the batteries used in the bomb and many of its contents from Okinawa back to Manila. Police uncovered Yousef's plan on the night of January 6 and the early morning of January 7, 1995, and Yousef was arrested a month later in Pakistan.^[6] He was extradited back to the United States to face trial wherein the New York Supreme Court gave him a life sentence with an additional 240 years. Yousef concurrently serves his terms at the ADX Florence prison. Ramzi Yousef's accomplices also received 240 years in prison.

The flight deck and cabin crew members^[10] were commended by President Fidel Ramos for their "professional handling of a potentially disastrous situation" and went their separate ways following the incident. Ed Reyes transferred to Cebu Pacific to work as an Administrative Check Pilot, flight instructor, and DC-9 captain until his retirement in 2002. He served as Board Secretary and Director of Airlink International Aviation School, also working as an aviation course professor in the same institution until his death on February 14, 2007, from prostate cancer. First Officer Jaime Herrera was later promoted to Captain and continued to fly for Philippine Airlines until his retirement in 2008. He died on March 27, 2021, at the age of 73.^[11] Systems Engineer Dexter Comendador also moved to Cebu Pacific in 1998 and served as a management pilot in that company, then moved to AirAsia Philippines in 2011 where he served as COO and was later appointed as CEO in July 2016. Comendador retired in July 2019.^[12]

The aircraft, then registered as EI-BWF, was later converted to a cargo configuration as Boeing 747-283B(SF). It subsequently changed hands several times, always to air cargo companies, and was finally placed in storage in 2007 at Châteauroux-Centre "Marcel Dassault" Airport.^[13]

Philippine Airlines still uses flight number 434, but it currently operates as a Cebu–Narita sector that utilizes an Airbus A321 or A330. The airline retired its last 747 aircraft in September 2014. PAL still operates a Manila-Tokyo (Narita and Haneda) sector separately.

In popular culture[]

The events of Flight 434 were featured in "Bomb on Board", a Season 3 (2005) episode of the Canadian TV series Mayday^[6] (called Air Emergency and Air Disasters in the United States and Air Crash Investigation in the UK and elsewhere around the world). Filipino Canadian actor Von Flores portrayed Captain Reyes while Canadian actor and comedian Sam Kalilieh played Ramzi Yousef.

See also[]

• Thai Airways International Flight 620, a similar incident occurred on a journey from the Philippines to Japan.
• 1988 Lockerbie bombing, Pan Am plane destroyed by bomb, killing 270 people
• 1995 Bojinka plot, al-Qaeda plot to blow up 12 planes as they flew from Asia to the U.S.
• 2001 failed shoe bomb attempt, failed al-Qaeda PETN bombing of plane
• 2006 transatlantic aircraft plot, failed plot to blow up at least 10 planes as they flew from Great Britain to the United States and Canada
• Aircraft flight control system
• Cargo planes bomb plot, failed al-Qaeda PETN bombing of plane
• List of accidents and incidents involving commercial aircraft
• List of terrorist incidents in 1994
• Northwest Airlines Flight 253, failed al-Qaeda PETN bombing of plane
• Pan Am Flight 830, a similar incident that occurred 12 years earlier

References[]

External links[]

• Smith, R. Jeffrey. "New Devices May Foil Airline Security." The Washington Post. Sunday July 21, 1996. A01.
• Criminal Occurrence description at the Aviation Safety Network