2024 Haneda Airport runway collision

Japan Airlines
	File:Japan Airlines logo.svg Logo of Japan Airlines
Company type	Public
Industry	Aviation
Founded	August 1, 1951; 75 years ago
Headquarters	Tokyo, Japan
Area served	Domestic and international air transport
Products	Passenger air transport services
Website	www.jal.com

Adapted from the English Wikipedia article 2024 Haneda Airport runway collision, available under CC BY-SA 4.0Updated 9 August 2025

On 2 January 2024, a runway collision took place at Tokyo's Haneda Airport involving an Airbus A350-900 operated by Japan Airlines as Flight 516 (JAL516) and a De Havilland Canada Dash 8-Q300 flown by the Japan Coast Guard (registration JA722A). JAL516 was conducting a scheduled domestic route from New Chitose Airport near Sapporo to Haneda. The Coast Guard aircraft was engaged in delivering emergency supplies in response to the 2024 Noto earthquake.

During the landing of Flight 516, it struck the Coast Guard Dash 8 while both were on the runway, resulting in fires that destroyed both planes. Of the six crew aboard the Dash 8, five perished, with only the captain surviving. All passengers and crew on the A350 escaped unharmed. Subsequent investigations determined that Flight 516 had received clearance to land, whereas the Coast Guard plane did not have authorization to occupy the runway.

This event represented Japan Airlines’ first total aircraft loss since the crash of Flight 123 in 1985 and was also the inaugural hull-loss incident involving an Airbus A350 since its service entry in January 2015.

Aircraft

The aircraft operated by Japan Airlines was an Airbus A350-941, designated Flight 516, bearing manufacturer serial number 538 and registered as JA13XJ. Delivered to JAL on 10 November 2021, it had been in service for just over two years after its maiden flight on 20 September 2021.

The Japan Coast Guard’s plane was a De Havilland Canada DHC-8-315Q MPA, serial number 656, known as Mizunagi-1 (みずなぎ1号), with registration JA722A. Approximately sixteen years old, its first flight occurred in November 2007, and it joined the Coast Guard fleet in March 2009. Notably, this Dash 8 sustained damage during the 2011 Tōhoku earthquake and tsunami at Sendai Airport and was the only aircraft at that location to be repaired following that disaster.

While outfitted with a Mode S transponder, this Dash 8 lacked ADS-B capability; therefore, its position and velocity were monitored through multilateration from ground-based receivers rather than direct broadcast signals.

Coast Guard aircraft

The Japan Coast Guard’s aircraft carried six crew members and was en route to Niigata with relief supplies after the Noto earthquake in 2024. It was one of four government-operated planes deployed for disaster response.

The Dash 8 remained stationary on the runway for roughly forty seconds before impact. Captain Genki Miyamoto recounted that shortly after increasing engine thrust, a fire ignited at the rear of the plane before an explosion occurred upon collision. Miyamoto survived but sustained severe injuries; unfortunately, the other five crew members lost their lives. The wreckage of this aircraft was located several hundred meters away from where the Japan Airlines plane came to rest.

JAL 516

Japan Airlines Flight 516 (ICAO callsign JAL516) departed New Chitose Airport at 16:27 JST bound for Haneda Airport. The flight touched down approximately fifty-two minutes after sunset under favorable weather conditions characterized by good visibility and light winds.

At about 17:47 JST, while landing on runway 34R at Haneda Airport, JAL516 collided with the Japan Coast Guard’s Dash 8 (JA722A). Surveillance footage captured a large fireball erupting from one of the aircraft as the JAL plane continued rolling roughly one kilometer down the runway before halting on a grassy apron area. Smoke rapidly filled the cabin of the A350. Firefighters deployed around seventy vehicles to extinguish flames, which were brought under control shortly after midnight; by then, intense heat had caused significant structural collapse of the aircraft.

A spokesperson for Japan Airlines explained that following touchdown, pilots experienced an abrupt jolt and lost directional control while trying to maintain their course. They were unaware of any onboard fire until cabin crew informed them about flames emanating from the left engine. The pilots also stated they did not visually detect the Coast Guard plane prior to impact.

Despite one engine still operating, all 367 passengers and twelve crew members evacuated using three emergency slides located at doors 1L, 1R, and 4L. Because the aircraft’s public address system failed during evacuation, crew resorted to megaphones and vocal commands to guide passengers out. Among those onboard were forty-three foreign nationals and eight children. Tragically, two pets—a dog and a cat—did not survive. Seventeen individuals sustained injuries during evacuation or impact.

Passengers did not carry any hand luggage during egress, which helped facilitate a more efficient evacuation process. Initial reports from JAL indicated that evacuation concluded eighteen minutes after collision; however, later investigations revealed that all occupants had exited within eleven minutes.

Paul Hayes, air safety director at Ascend aviation consultancy, commended the flight crew’s actions as crucial in ensuring every passenger escaped despite extensive damage to the aircraft.

The use of composite carbon fiber materials in constructing the A350 contributed positively by maintaining relative structural integrity during both impact and ensuing fire, which played a key role in passenger survival.

Activities at Haneda Airport

All passengers and crew aboard the Airbus A350 were safely evacuated, sustaining only minor injuries; however, the aircraft was completely destroyed by fire and subsequently written off. Japan Airlines reported operational losses estimated at 15 billion yen (approximately $105 million), which were covered by insurance. The subsequent flight, JAL166 (a Boeing 737-800), executed a go-around maneuver before diverting to Narita International Airport. Several flights awaiting departure returned to the terminal after the runway was closed.

This accident took place during Japan's peak New Year travel season, leading to the temporary shutdown of all runways at Haneda. Numerous flights were rerouted to Narita, Chubu Centrair International Airport, and Kansai International Airport, resulting in extensive cancellations: ANA announced 112 domestic flight cancellations, while JAL canceled 116 domestic flights. By approximately 21:30 JST, three of Haneda’s four runways reopened, with the exception of the runway involved in the accident. Flight cancellations persisted through 7 January, impacting at least 1,227 flights and affecting around 221,910 passengers. The incident reduced Haneda’s operational capacity to about 70%.

To mitigate travel disruptions, the Japan Railways Group introduced additional Shinkansen services on major lines (Tokaido, Hokuriku, and Tohoku Shinkansen) on 4 January; these trains operated without requiring seat reservations.

Removal of wreckage commenced on 4 January for the Coast Guard aircraft and on 5 January for JAL Flight 516. Repairs to the damaged runway surface were finalized by 7 January, allowing reopening of the affected runway on 8 January. Full restoration of airport operations was anticipated by 10 January. Repairs to lighting systems damaged during the incident were scheduled for completion by February. The Ministry of Land, Infrastructure, Transport and Tourism (MLIT) also issued warnings about increased low-altitude flights over Chiba Prefecture due to flight path adjustments avoiding central Tokyo.

On 12 January, the Japan Coast Guard suspended helicopter and fixed-wing aircraft operations from their base to ensure safety and provide psychological support for personnel. Responsibilities were transferred to other Coast Guard units. Staff underwent retraining at Chitose Air Station in Hokkaido. Helicopter operations resumed on 1 March, with full service reinstated by 28 March.

Government action

The Japanese government set up an information coordination office within the Crisis Management Center located at the Prime Minister's Office. The Japan Transport Safety Board initiated an official investigation beginning on 3 January.

Following revelations that air traffic controllers were unaware that the Coast Guard aircraft had entered the runway without clearance, MLIT installed a new controller station on 6 January to enable continuous monitoring at Haneda Airport. The phrase "number 1" was prohibited in air traffic control communications after it was found to have caused confusion for the Coast Guard pilot regarding runway clearance. Furthermore, more vivid colors for stop lines near runway entrances were introduced at Haneda and other airports to improve safety measures.

Commemorations

Following autopsies, the Coast Guard personnel who lost their lives were returned to their families on 8 January. A memorial service was conducted by their peers at the Japan Coast Guard facility in Haneda.

Japan Airlines (JAL) revealed intentions to retain portions of the Flight 516 wreckage as a safety reminder for staff, continuing its tradition established with the preserved debris from Japan Air Lines Flight 123 dating back to 1985.

Reactions

Prime Minister Fumio Kishida offered his sympathies to the families of the deceased, recognizing their dedication during the 2024 Noto earthquake relief efforts. Tokyo Governor Yuriko Koike voiced sorrow over the accident, remarking on how "one catastrophe triggered another."

The IATA expressed condolences toward passengers and crew involved in both flights and acknowledged the recent earthquake's effects on Japan.

Airbus confirmed ongoing communication with Japan Airlines and dispatched experts to support the investigation. JAL issued a formal statement confirming the runway collision, offering condolences to victims’ relatives, apologizing for distress caused to passengers, and pledging full cooperation with investigative authorities. The airline announced full refunds and complimentary rebooking for tickets purchased between 2 January and 1 April.

The Japan Federation of Civil Aviation Workers' Union for Air Safety (JFAS) stressed the importance of conducting a thorough fact-finding process aligned with ICAO Annex 13 guidelines, warning against police actions that could impede the accident investigation.

On 17 January, public apologies were made by both JAL’s president and the head of the Japan Coast Guard regarding their organizations’ involvement in the collision.

Investigation

The Japan Transport Safety Board is spearheading the inquiry. In accordance with protocols for incidents involving Airbus aircraft, the French Bureau of Enquiry and Analysis for Civil Aviation Safety (BEA) is collaborating and has deployed a team to Japan. Investigators from Rolls-Royce Holdings, responsible for the A350 engines, also participated. The Transportation Safety Board of Canada, supported by technical experts from De Havilland Canada and Pratt & Whitney Canada, is engaged alongside assistance from the US National Transportation Safety Board (NTSB).

On 3 January, transcripts from air traffic control covering the last four minutes before impact were published by MLIT. These records indicate that the JAL plane was authorized to land on runway 34R, while instructions were given to the Coast Guard aircraft to hold short at taxiway C5. Contrarily, the Coast Guard pilot asserted having takeoff clearance. Controllers later admitted they failed to detect the Coast Guard plane entering the runway due to focusing attention on other traffic. An MLIT representative suggested that the Coast Guard pilot’s radio was tuned to ground control frequency, likely causing missed landing clearance communications. Furthermore, post-2007 government measures aimed at preventing runway incursions had not been communicated to the Coast Guard. Japanese law enforcement is investigating potential professional negligence factors such as fatigue and staffing shortages.

By 6 January, both aircraft’s flight data recorders and cockpit voice recorders were successfully retrieved without damage. On 24 June, MLIT issued an interim report highlighting a shortage of airport personnel and delays in directing emergency vehicles. Over one hundred emergency units awaited airport access; ambulances transporting injured passengers experienced approximately 30-minute delays. The ministry intends to update emergency response procedures by August and enhance staffing levels during nighttime hours and holidays.

A progress update released on 25 December disclosed that the Coast Guard pilot misunderstood air traffic control instructions, entering runway 34R under the impression that takeoff clearance had been granted after being told they were "number one." Neither air traffic controllers nor JAL flight crew detected this runway incursion, collectively leading to the collision. The report also described evacuation efforts undertaken by JAL personnel during the event.

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