Faucett Perú Flight 251

Faucett Perú Flight 251

The aircraft involved in the accident in 1989, while still operating with Braniff.
Accident
Date	29 February 1996
Summary	Controlled flight into terrain
Site	Near Ciudad de Dios, Yura District, Arequipa, Peru 16°20′27″S 71°34′09″W
Aircraft
Aircraft type	Boeing 737–222
Operator	Compañía de Aviación Faucett
Registration	OB-1451
Flight origin	Jorge Chávez International Airport Lima, Peru
Stopover	Rodríguez Ballón Int'l Airport Arequipa, Peru
Destination	Crnl. FAP C. C. Santa Rosa Int'l Airport Tacna, Peru
Occupants	123
Passengers	117
Crew	6
Fatalities	123
Survivors	0

Faucett Perú Flight 251 refers to a Boeing 737-200 that was operating a domestic scheduled Lima–Arequipa–Tacna passenger service and crashed on 29 February 1996, while completing the first leg, on approach to Rodríguez Ballón International Airport. All 123 passengers and crew aboard the aircraft lost their lives in the accident. It is the deadliest aviation accident that occurred on Peruvian soil.

Aircraft and crew

The aircraft involved in the accident was a Boeing 737-222, tail number OB-1451, c/n 19072, that had its maiden flight on 21 October 1968. Equipped with Pratt & Whitney JT8D-7B engines, the airplane started its commercial career on 28 October 1968, when it was delivered new to United Airlines and registered N9034U.

Re-registered N73714 on 14 June 1971 when Aloha Airlines took possession of the airplane until late October 1980 (1980-10), when it was transferred to Air California with the same registration. Air California was rebranded AirCal in October 1981 (1981-10), and the aircraft was re-registered again to N459AC. Following the absorption of AirCal into American Airlines, the airplane continued its career with this carrier until Braniff Inc. received it, with the same registration, on 2 March 1989, later going to AL AC 2 Corp, on 15 May 1990.

Finally, the aircraft was delivered to Faucett on 15 July 1991, and registered OB-1451. The airframe was 27 years and 131 days old at the time of the accident. On its final flight, it was piloted by Captain Juan Mayta Basurto and First Officer Julio Paz Castillo, both pilots were properly qualified to fly the 737.

Description

Inbound from Jorge Chávez International Airport, the aircraft was on a VOR/DME approach to Rodríguez Ballón International Airport's runway 09, at night, in rain and mist, with thunderstorms reported in the area.

The flight crew asked for the lights of the runway to be brightened as they could not see them when they should on normal approach, receiving a response from air traffic controllers that they were at full intensity. The airplane crashed into hills at 8,200 feet (2,500 m) —the airport elevation is 8,405 feet (2,562 m)—, at 20:25, approximately 2 kilometres (1.2 mi; 1.1 nmi) short of the runway and 8 kilometres (5.0 mi; 4.3 nmi) off Arequipa. The aft section broke off on impact, and the main fuselage section continued to fly past the initial ridge and impacted near the top of the second one. The tail section fell into a crevasse between the two ridges.

There were 123 people aboard the aircraft, of whom 117 were passengers. The nationalities of the victims were as follows:

Nationality	Passengers	Crew	Total
Peru	77	6	83
Chile	33	0	33
Belgium	2	0	2
Canada	2	0	2
Bolivia	2	0	2
United States	2	0	2
Brazil	1	0	1
Total	117	6	123

Among those killed was Juan Lorenzo de Szyszlo, a dual American-Peruvian citizen aged 36, who was the second son of renowned Peruvian painter Fernando de Szyszlo and his wife, the poet Blanca Varela. Lorenzo was reportedly heading to Arequipa to oversee an exhibition of his father's work there.

Investigation

The investigation was assisted by representatives from the US National Transportation Safety Board and Federal Aviation Administration, as well as Boeing and Pratt & Whitney, all of whom arrived at the scene of the crash by 1 March. The aircraft's flight data recorder (FDR) and cockpit voice recorder (CVR) were retrieved from the wreckage and on 5 March were sent to Washington D.C. for analysis by the NTSB.

Early press coverage reported that the FDR and CVR were already yielding information. However, while the FDR was found to be usable, the partly-burned and partly-damaged CVR had its magnetic tape broken at its beginning, and only isolated Spanish-language voices could be heard. These were seemingly recorded inside a hangar, possibly during maintenance, and thus no recording of the flight crew's final voices before the crash was made. The airline claimed to have acquired the CVR in July 1995 and to have done maintenance on it in two occasions immediately prior to the crash (December 1995 and February 1996), however, the CVR had not been maintained in six years, showing in its interior registry that the date of its last opening was December 1989.

It was found that the crew had been issued an outdated barometric altimeter setting after bypassing an ILS signal, causing them to fly almost 1,000 feet (300 m) lower than the altitude they believed they were flying at. In fact, they had the wrong impression the aircraft was flying at 9,500 feet (2,900 m), when it actually was at 8,640 feet (2,630 m), some 850 feet (260 m) below the glideslope.

See also

• List of accidents and incidents involving commercial aircraft
• List of unrecovered and unusable flight recorders
• TAME Flight 173 - A similar accident occurred in nearby Ecuador more than a decade earlier and also the worst aerial crash in that country's history.

Further reading

• Learmount, David (15–21 January 1997). "Safety defeated – 1996 was a bad year for commercial air safety". Flight International. 151 (4557). London: 31. ISSN 0015-3710. Archived from the original on 18 January 2015. 
• "Safety defeated – 1996 was a bad year for commercial air safety". Flight International: 32. Archived from the original on 18 January 2015. 
• "Safety defeated – 1996 was a bad year for commercial air safety". Flight International: 33. Archived from the original on 18 January 2015.