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Hughes Airwest Flight 706 was a regularly scheduled flight operated by Hughes Airwest, from Los Angeles, California, to Seattle, Washington, with numerous intermediate stops. On Sunday, June 6, 1971, the Douglas DC-9-31 serving the flight collided in mid-air with a U.S. Marine Corps F-4B Phantom II over southern California. Flight 706 had departed Los Angeles just after 6 pm, en route to Seattle, with stopovers in Salt Lake City, Utah; Boise, Idaho; Lewiston, Idaho; Pasco, Washington and Yakima, Washington. Completing a cross-country flight, the F-4B Phantom was arriving from Naval Air Station Fallon in Nevada to land at Marine Corps Air Station El Toro near Irvine. Its pilot and all 49 passengers and crew aboard the civilian airliner died in the collision over the San Gabriel Mountains, near Duarte. Only the radar intercept officer of the F-4B survived. The crash of RW 706 prompted the US Armed Forces to agree both to reduce the number of military aircraft operating under visual flight rules in civilian air corridors, and to require military aircraft to obey civilian air traffic controllers. == Flight histories == Flight 706 was a scheduled passenger flight from Los Angeles International Airport, California and Seattle–Tacoma International Airport, Washington. The McDonnell Douglas DC-9-31 aircraft had accumulated 5,542 airframe hours since entering service in 1969. The aircraft was operating under the livery and name of Air West, the airline that had been recently purchased by Howard Hughes and rebranded Hughes Airwest.〔 The aircraft was piloted by Captain Theodore Nicolay, 50, who had logged 15,490 hours of total flying time, with 2,562 hours in DC-9s. His co-pilot was First Officer Price Bruner, 49, who had 17,128 total hours flying time and 272 hours in DC-9s.〔〔 Other crew members included three flight attendants: Joan R. Puylaar, 34; Patricia Shelton, 28; and Helena Koskimies, 30. Flight 706 departed from Los Angeles at 6:02 p.m. PDT for Salt Lake City, Utah, the first of five intermediate stops en route to Seattle. Control of the flight was transferred to Los Angeles Air Route Traffic Control Center at 6:06 p.m. and passed through at 6:09 p.m. and instructed to head 040 (magnetic) until receiving the Daggett VOR, then direct.〔〔 Flight 706's acknowledgement of this instruction was the last radio transmission received from the aircraft.〔 The U.S. Marine Corps F-4B-18-MC Phantom II, Bureau Number (BuNo) ''151458'', coded '458', had been in operation since April 15, 1964. At the time of the accident it was assigned to Marine Fighter Attack Squadron 323, Marine Aircraft Group 11, 3rd Marine Air Wing, though it had been operated by various squadrons prior to that. The fighter plane was piloted by 1st Lt. James R. Phillips, 27. The Radar Intercept Officer was 1st Lt. Christopher E. Schiess, 24. The jet and its crew were based at MCAS El Toro.〔 '458' had been a part of a cross-country flight of two aircraft when its radio failed while landing at Mountain Home Air Force Base in southwest Idaho. The aircraft was ordered to effect repairs at Mountain Home AFB and then to return to MCAS El Toro. Diagnostic tests at Mountain Home revealed that the aircraft had an inoperative radio, inoperative transponder, oxygen system leak, and a degraded radar system. Maintenance personnel were able to fix the radio and confirm the oxygen leak, but the base did not have the necessary personnel to repair either the transponder or the radar.〔 Lt. Phillips, the pilot, received permission from his superiors to fly the F-4B with an inoperative transponder.〔 As the fighter proceeded to NAS Fallon in Nevada, the oxygen leak worsened until the system was disabled completely, and the pilot was instructed to fly at low altitude. The Phantom II departed NAS Fallon at 5:16 p.m. following a flight plan routing across the Fresno, Bakersfield, and Los Angeles air corridors.〔 Flight 706 was operating under instrument flight rules (IFR). Under IFR procedures, the pilot guides the aircraft using the cockpit's instrument panel for navigation, in addition to radioed guidance from air traffic controllers and ground radar. BuNo ''151458'' was operating under visual flight rules (VFR). At the time of the accident, VFR require pilots to "see and avoid〔http://www.law.cornell.edu/cfr/text/14/91.113〕" other aircraft, a doctrine that dates back to early aviation. The "see and avoid" rule requires pilots of all aircraft flying in VMC to be maintain vigilance for other aircraft flying in their vicinity, in addition to traffic advisories from ATC. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Hughes Airwest Flight 706」の詳細全文を読む スポンサード リンク
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