Vietnam Airlines Flight 815

Vietnam Airlines

Industry	Airline
Founded	1956 (1956)
Headquarters	Hanoi , Vietnam
Products	Air transport services
Website	www.vietnamairlines.com

Vietnam Airlines Flight 815 was a regularly scheduled service operated by Vietnam Airlines that crashed during its final approach to Pochentong International Airport in Cambodia on September 3, 1997. The Soviet-manufactured Tupolev Tu-134B-3 aircraft impacted the ground roughly 800 metres (2,600 ft; 870 yd) before reaching the runway at Phnom Penh, resulting in the deaths of 65 out of the 66 people onboard. As of February 2024, this incident stands as the most fatal aviation disaster in Cambodia's history. The investigation attributed the cause of the crash to pilot error involving improper handling of the aircraft.

By December 2023, the flight number VN920 is assigned to the route between Tan Son Nhat and Phnom Penh, typically flown using Airbus A321 jets. Meanwhile, Flight 815 now operates between Tan Son Nhat and Siem Reap–Angkor International Airport, also utilizing Airbus A321 aircraft.

Aircraft

The airplane involved was built on October 5, 1984, bearing the registration VN-A120 and serial number 66360.Template:Fix/category

Accident

Flight 815 took off from Ho Chi Minh City at approximately 1 p.m. for its brief 45-minute journey to Phnom Penh. As the aircraft neared Phnom Penh airport from the east, it encountered heavy rainfall. Sok Sambour, the acting airport director and head of the investigation committee, reported that the plane was expected to be at an altitude of 14,000 feet (4,300 m) during its approach. However, it was found to be descending at 10,000 feet (3,000 m) when it reached the vicinity of Pochentong's Non-Directional Beacon (NDB).

Previously, the airport had a VOR/DME system installed on site, but this equipment had been stolen in July of the previous year. Due to this loss, pilots relied on the NDB located about 5 kilometres (3.1 mi; 2.7 nmi) west of the airport for approximate positioning and had to continue descending until they could visually identify the runway amid adverse weather conditions. This situation led to an increase in aborted landings throughout the rainy season. While runway lights had also been looted, they were reportedly replaced and operational at the time of the incident.

Upon reaching the NDB area, the pilot requested clearance from the control tower to descend to 5,000 feet (1,500 m) for landing. The tower granted permission but emphasized the importance of frequent communication due to poor weather conditions. When the aircraft approached closer, it was at 3,000 feet (910 m), and the pilot again sought approval to land, mentioning difficulty locating the runway. The control tower authorized a further descent to 2,000 feet (610 m) and instructed the pilot to maintain contact.

Shortly afterward, the tower asked if the runway was visible; the pilot responded negatively. The tower then advised that wind direction was shifting. Since the aircraft was approaching runway 23 from the east, air traffic control requested a change to approach runway 5 from the west to avoid a downwind landing. The pilot acknowledged this instruction but did not communicate further with the tower.

File:970903중앙119구조본부 베트남 항공 815편 추락 사고 출동1.jpg

Another angle of the crash site with bodies could be seen near the wreckage

Approximately two minutes later, Flight 815 was still observed approaching from the east, descending to roughly 200 feet (61 m) above ground level. The cockpit voice recorder (CVR) captured first officer Hoang Van Dinh (49) urging captain Pham Van Tieu (59) to abort the landing and climb because they lacked visual contact with the runway. The captain opted to delay action briefly. As altitude dropped further to 100 feet (30 m), both the first officer and flight engineer repeated their requests to abort. Unfortunately, it was too late; four seconds later, the left wing collided with a palm tree while off alignment with the runway, having drifted left over a military zone of the airport. This impact caused one engine to fail. The right wing grazed a nearby house as the plane banked left and crashed into the ground at a speed of 270 kilometres per hour (150 kn; 170 mph).

Eyewitness accounts describe flames erupting from the aircraft’s tail immediately after striking the tree. One observer reported seeing an emergency exit open with passengers gathered nearby, though none exited before impact with the ground. The wreckage then slid about 200 yards (600 ft; 180 m) across several dry rice paddies before exploding near 1:40 p.m.

Victims

Nationality	Passengers	Crew	Total
Taiwan	22	0	22
South Korea	21	0	21
Vietnam	2	6	8
Hong Kong	4	0	4
Cambodia	3	0	3
Canada	2	0	2
China	2	0	2
Australia	1	0	1
Japan	1	0	1
Macau	1	0	1
United Kingdom	1	0	1
Total	60	6	66

File:970903중앙119구조본부 베트남 항공 815편 추락 사고 출동5.jpg

Emergency responders at the site of the crash

The majority of those on board originated from Taiwan and South Korea. Among the 22 Taiwanese passengers, most were traveling for business purposes, with two or three attending weddings in Cambodia. Out of the 21 South Korean passengers, six were members of a medical team delivering equipment to Phnom Penh University.

Following the accident, five individuals initially survived and were transported to medical facilities. At first, two survivors were reported: Chanayuth Nim-anong, a 14-month-old child from Thailand who suffered broken legs, and a four-year-old Vietnamese boy with head trauma. Ultimately, Nim-anong became the sole survivor after the Vietnamese child passed away due to his injuries. The aircraft clipped the roof of a house causing damage before coming to rest on a dirt road used by oxcarts. One wing struck and decapitated two cows. Military personnel and police were responsible for early looting at the scene; after the victims were removed, local villagers took much of the remaining personal effects along with parts of the wreckage, including the flight recorders.

Investigation

The Cambodian authorities offered a monetary incentive for the recovery of the missing flight recorders. The three devices—the cockpit voice recorder (CVR), the flight data recorder (FDR), and the quick access recorder (QAR)—were eventually retrieved from local villagers for sums of US$10, $200, and $1,500 respectively.

At first, Vietnam Airlines and personnel at Phnom Penh airport disputed responsibility. The airline claimed that the navigational systems at Phnom Penh airport were malfunctioning and that the control tower had provided erroneous information to the flight crew before departure. Nonetheless, the official investigation conducted by Cambodia's Aircraft Accident Investigation Committee attributed the crash primarily to pilot error. The committee's findings highlighted several key factors:

• The captain disregarded the approach controller’s instructions from the control tower and chose to continue descending despite severe weather conditions.
• The captain ignored warnings from both the first officer and flight engineer.
• The captain persisted in engaging the autopilot beyond the minimum descent altitude, where a decision to land or abort should have been made.
• The captain’s determination to proceed with the landing despite adverse conditions indicated a psychological reluctance to abort and execute a go-around maneuver.

During the final approach, the captain maintained descent from approximately 6,600 feet (2,000 m) down to 100 feet (30 m), even though the runway was not visible. He dismissed repeated requests from his first officer and flight engineer to abort and climb out. Upon striking trees, it became evident that the runway remained out of sight; at this point, the captain attempted to discontinue the approach. Despite the flight engineer applying full power, control was lost as the aircraft veered to the right. Subsequently, failure of the right engine prevented recovery of lift, leading to a stall and crash.

Investigations into both aircraft condition and maintenance records confirmed no mechanical faults; all servicing was current. Additionally, all crew members held valid licenses and medical certifications.

External links

• Template:ASN accident