Swissair Flight 111

The search and rescue (SAR) operation was code-named Operation Persistence and was launched immediately by Joint Rescue Coordination Centre Halifax (JRCC Halifax), which tasked the Air Command, Maritime Command and Land Force Command of the Canadian Forces (CF), Canadian Coast Guard (CCG) and Canadian Coast Guard Auxiliary (CCGA) resources.

The first rescue resources to approach the crash site were CCGA volunteer units, which were mostly privately owned fishing boats operating from Peggy's Cove and Bayswater, as well as other harbours on St. Margaret's Bay and the Aspotogan Peninsula. They were soon joined by the dedicated CCG SAR vessel, CCGS Sambro; CH-124 Sea King helicopters, flown from CFB Shearwater by crews from 423 Maritime Helicopter Squadron (MHS) and 406 Maritime Operational Training Squadron (MOTS); and CH-113 Labrador SAR helicopters flown from CFB Greenwood by the 413 Transport and Rescue Squadron (TRS). and CP-140 Aurora aircraft from CFB Greenwood from 405 Long Range Patrol Squadron.

The crash site's proximity to Halifax placed it within one hour's sailing time of ships docked at Canada's largest naval base, CFB Halifax, and one of the largest CCG bases in Canada, the CCG Regional Headquarters in Dartmouth. Calls went out immediately and ships sailed directly to St. Margaret's Bay.[16]

The provincial ambulance service, Emergency Health Services (EHS), received word of the crash at 22:39 AT, and ordered 21 emergency units from Halifax, the South Shore, and the Annapolis Valley to respond. An EHS helicopter was also sent to the crash site, and the Queen Elizabeth II Health Sciences Centre in Halifax was put on emergency alert. The emergency health services were stood down around 3:30 AT the next morning, as expectations of finding survivors diminished.[17]

The land search, including shoreline searching, was the responsibility of Halifax Regional Search and Rescue. The organization was responsible for all ground operations including military operations and other ground search and rescue teams.[18]

By the afternoon of 3 September, it was apparent that there were no survivors from the crash and JRCC Halifax de-tasked dedicated SAR assets (CCGS Sambro and the CH-113 Labrador helicopters). The Royal Canadian Mounted Police were given overall command of the recovery operation, with HMCS Preserver remaining on-scene commander.

The aircraft broke up on impact with the water and most of the debris sank to the ocean floor (a depth of 55 m, 180 ft). Some debris was found floating in the crash area and over the following weeks debris washed up on the nearby shorelines.[3]^: 77

The initial focus of the recovery was on finding and identifying human remains and on recovering the flight recorders. As the force of impact was "in the order of at least 350 g",[3]^: 104 the aircraft was fragmented and the environmental conditions only allowed the recovery of human remains along with the aircraft wreckage.[3]^{: 103–105} Only one of the victims was visually identifiable. Eventually, 147 were identified by fingerprint, dental records, and X-ray comparisons. The remaining 81 were identified through DNA tests.[20]^: 264

CCGS Hudson searches for Swissair Flight 111 debris on 14 September, with HMCS Anticosti (centre), USS Grapple (right), and a Halifax-class frigate (rear).

With CAF divers (navy clearance divers, port inspection divers, ship's team divers, and Army combat divers) working on the recovery, a request was made by the Government of Canada to the Government of the United States for a larger dedicated salvage recovery vessel. USS Grapple was tasked to the recovery effort, arriving from Philadelphia on 9 September. Among Grapple's crew were 32 salvage divers. Additionally, the USS Grapple welcomed two teams of Canadian Navy Clearance Divers that flew across Canada from Fleet Diving Unit (FDU) Pacific.[21][22]

The cockpit voice recorder (CVR) and flight data recorder (FDR) were found by the submarine HMCS Okanagan using sonar to detect the underwater locator beacon signals and were quickly retrieved by Canadian Navy divers (the FDR on 6 September and the CVR on 11 September 1998). Both had stopped recording when the aircraft lost electrical power at approximately 10,000 ft (3,000 m), 5 minutes and 37 seconds before impact.[3]^: 74

The recovery operation was guided by the TSB with resources from the Canadian Forces, Canadian Coast Guard, Royal Canadian Mounted Police, and other agencies. The area was surveyed using route survey sonar, laser line scanners, and remotely operated vehicles (ROVs) to locate items. After being located, the debris was then recovered (initially by divers and ROVs, later by dredging and trawling).[23]

On 2 October 1998, the TSB initiated a heavy lift operation to retrieve the major portion of the wreckage from the deep water before the expected winter storms began. By 21 October, an estimated 27% of the wreckage was recovered.[24] At that point in the investigation, the crash was generally believed to have been caused by faulty wiring in the cockpit after the IFE system started to overheat. The TSB released its preliminary report on 30 August 2000 and the final report in 2003.[3]^: 298

The final phase of wreckage recovery employed the ship Queen of the Netherlands to dredge the remaining aircraft debris. It concluded in December 1999 with 98% of the aircraft retrieved: approximately 279,000 lb (127,000 kg) of aircraft debris and 40,000 lb (18,000 kg) of cargo.[3]^: 77

JFK Airport used the JFK Ramada Plaza Hotel to house relatives and friends of the victims of the crash, due to the hotel's central location relative to the airport.[25] Jerome Hauer, the head of the emergency management task force of New York City, praised the swift actions of Swissair and codeshare partner Delta Air Lines in responding to the accident; he had criticized Trans World Airlines in its response to the TWA Flight 800 crash in 1996.[26]

The RCMP medical examiners positively identified most of the bodies within ten weeks of the accident. Due to extreme impact forces, only one body was identifiable by sight. DNA profiling was used to identify approximately one hundred bodies, in what has been referred to as "the largest DNA identification project ever undertaken in Canada".[27] The RCMP contacted relatives of victims to request medical histories and dental records. They were also asked to provide blood samples for genetic matching in the DNA identification of the victims. About 90 bodies were identified by the medical examiners using dental records; owing to the large number of ante-mortem (before death) dental X-rays available to the examiners, these bodies were identified by late October 1998. Fingerprints and ante-mortem X-rays were used to identify around 30 bodies.[27]

Cargo door and other recovered debris

An estimated 2 million pieces of debris were recovered and brought ashore for inspection at a secure handling facility in a marine industrial park at Sheet Harbour, where small material was hand inspected by teams of RCMP officers looking for human remains, personal effects, and valuables from the aircraft's cargo hold. The material was then transported to CFB Shearwater, where it was sorted and inspected by over 350 investigators from multiple organizations and companies, including the Transportation Safety Board of Canada (TSB), the US National Transportation Safety Board, the US Federal Aviation Administration, the Swiss Aircraft Accident Investigation Bureau, Boeing, Pratt & Whitney, Air Line Pilots Association, and Swissair.[3]^: 80[28]

As each piece of wreckage was brought in, it was carefully cleaned with fresh water, sorted, and weighed. The item was then placed in a specific area of a hangar at CFB Shearwater, based on a grid system representing the various sections of the plane. All items not considered significant to the crash were stored with similar items in large boxes. When a box was full, it was weighed and moved to a custom-built temporary structure (J-Hangar) on a discontinued runway for long-term storage. If deemed significant to the investigation, the item was documented, photographed, and kept in the active examination hangar.[3]^{: 197–198} Particular attention was paid to any item showing heat damage, burns, or other unusual marks. The front 33 ft (10 m) of the aircraft, from the front of the cockpit to near the front of the first-class passenger cabin, was reconstructed. Information gained by this allowed investigators to determine the severity and limits of the fire damage, its possible origins, and progression.[3]^: 199

The lack of flight recorder data for the last six minutes of the flight added significant complexity to the investigation and was a major factor in its lengthy duration. The TSB team had to reconstruct the final six minutes entirely from the physical evidence. The investigation became the largest and most expensive transport accident investigation in Canadian history, costing CA$57 million (US$48.5 million) over five years.[29]

The cockpit voice recorder used a 1⁄4-inch (6 mm) recording tape that operated on a 30-minute loop. It therefore retained only that half-hour of the flight before the recorders failed, six minutes before the crash.[3]^: 73–74 The CVR recording and transcript were covered by a strict privilege under section 28 of the Canadian Transportation Accident Investigation and Safety Board Act[30] and thus were not publicly disclosed, although the air traffic control recordings are less strictly privileged: section 29 of the same act provides only that they may not be used in certain legal proceedings.[31] The air traffic control transcripts were released within days of the crash in 1998[32] and the air traffic control audio was released in May 2007,[33][34][35] following a ruling by the Federal Court of Appeal.[36][37] Several key minutes of the air traffic control audio can be found on the Toronto Star web site.[38]

In 1999, an article[39] in The Wall Street Journal alleged that the pilots disagreed about whether to dump fuel or descend straight to Halifax. Based on internal TSB summaries of the CVR recording, the Journal claimed that co-pilot Löw suggested steps aimed at a quick landing, which were ignored or rejected by Captain Zimmermann. Swissair and Canadian investigators would not comment on the accuracy of the reporting, with a TSB spokesman deeming it "a reporter's interpretation of a summary document of what might have been" on the CVR.[40]

The Transportation Safety Board of Canada investigation identified eleven causes and contributing factors of the crash in its final report. The first and most prominent was:

Aircraft certification standards for material flammability were inadequate in that they allowed the use of materials that could be ignited and sustain or propagate fire. Consequently, flammable material propagated a fire that started above the ceiling on the right side of the cockpit near the cockpit rear wall. The fire spread and intensified rapidly to the extent that it degraded aircraft systems and the cockpit environment, and ultimately led to the loss of control of the aircraft.[3]^: 253

Investigators identified evidence of arcing in wiring of the in-flight entertainment network, but this did not trip the circuit breakers, which were not designed to trip on arcing. The investigation was unable to determine whether this arc was the "lead event" that was assumed to have ignited the flammable covering on MPET insulation blankets that quickly spread across other flammable materials.[3]^: 253 After the crew cut power to "non-essential" cabin systems, a reverse flow in the cockpit ventilation ducts increased the amount of smoke reaching the flight deck.[3]^: 240 By the time the crew became aware of the severity of the fire, it had become so extensive that it was impossible to address as it happened.[3]^: 254

The rapid spread of electrical power failures led to the breakdown of key avionics systems, and the crew was soon rendered unable to control the aircraft. The pilot-in-command was forced to fly manually because he had no light by which to see his controls after the instrument lighting failed. The fuel-laden plane was above maximum landing weight so the flight crew activated dumping of fuel. The pilots lost all control and the doomed plane flew into the ocean uncommanded. Recovered fragments of the plane show that the temperature inside the cockpit became so great that aluminium parts in the flight deck ceiling had melted. The recovered standby attitude indicator and airspeed indicators showed that the aircraft struck the water at 300 knots (560 km/h; 350 mph) in a 20 degrees nose down and 110-degree bank attitude; the impact force of the aircraft crashing into the Atlantic Ocean was calculated to be 350 times the force of gravity ("g" force).[3]^: 103 Death was instantaneous for all passengers and crew due to the impact forces and deceleration.[3]^: 104

The TSB made nine recommendations relating to changes in aircraft materials (testing, certification, inspection, and maintenance), electrical systems, and flight data capture, as both flight recorders had stopped when they lost power six minutes before impact. General recommendations were also made regarding improvements in checklists and in fire-detection and fire-fighting equipment and training. These recommendations have led to widespread changes in Federal Aviation Administration standards, principally affecting wiring and fire hardening.

On October 16, 1998, the involvement of British intelligence, through the planting of a magnesium sulfate-based incendiary device in the cockpit, was posited in an article by Executive Intelligence Review in Volume 25 of the magazine. The author, Dean Andromidas, based his assertion on the fact that former MI6 agent Richard Tomlinson had been scheduled to fly on Swissair 111, which was also reported in the British tabloid News of the World and confirmed by Tomlinson himself.[41] However, Tomlinson was detained on arrival at JFK after disembarking Swissair Flight 110 from Geneva, thereby preventing him from flying back days later on the ill-fated flight.[42] Tomlinson had revealed British state secrets and in the months preceding the crash had threatened to reveal more. Andromidas further alleged that a key Swissair safety official involved in the investigation, upon returning to Switzerland, was banned from speaking to the press and even his superiors.

Unrelated to Andromidas, former RCMP sergeant Tom Juby, who had been part of the Swissair 111 investigation, published a book in 2017 titled "Twice as Far" where he alleged that the TSB suppressed strong evidence for the existence of an incendiary device aboard Swissair 111, such as high levels of magnesium, iron and other elements in the part of the cockpit that burned the strongest. Juby also states that a mechanic who serviced the airplane before the flight had provided fake credentials and had disappeared. Further, Juby claims he was asked by senior RCMP officials to retroactively edit his notes for the public record of the investigation so as to omit any mention of his views on the plausibility of an incendiary device having brought down the flight. Reaction to Juby's book was mostly negative.[43][44] The TSB would not comment explicitly on Juby's claims, saying that it stood by the findings of its investigation. Juby's allegations were initially featured in an episode of the CBC's The Fifth Estate on September 16, 2011. Swiss television co-produced the episode, but withdrew it from being broadcast in Switzerland citing the speculative nature of Juby's conclusions.[45]

Other alternative theories pertain to whether the pilots could have landed at Halifax had they not attempted a fuel dump procedure.[46][47] It has emerged that the Swiss Federal Archives holds records, still in the 50-year statutory protection period, dating from 1998 to 1999 suggesting Swiss Federal Prosecutors had pursued a criminal investigation of possible involuntary homicide (manslaughter) related to the Swissair 111 crash, though it remains unclear who the exact target of the probe was.[48]

Two paintings, including Le Peintre (The Painter) by Pablo Picasso, were on board the aircraft and were destroyed in the accident.[49]

In September 1999, Swissair, Delta Air Lines, and Boeing (who had acquired McDonnell Douglas through a merger in 1997) agreed to share liability for the accident and offered the families of the passengers financial compensation.[50] The offer was rejected in favour of a $19.8 billion suit against Swissair and DuPont, the supplier of the Mylar insulation sheathing. A US federal court ruled against punitive damages in February 2002. The resulting compensations for one group of plaintiffs totaled over $13 million.[51]

Bayswater, Nova Scotia, memorial

Flowers at the Bayswater memorial

Memorial, Peggy's Cove, Nova Scotia

A non-denominational memorial service was held on the grounds of East St. Margaret's Elementary School in Indian Harbour on 9 September 1998. Among those in attendance were 175 relatives of the crash victims, Swiss president Flavio Cotti, Canadian prime minister Jean Chrétien, and Nova Scotia premier Russell MacLellan.[52][53][54] A memorial service was also held in Zürich on 11 September 1998.[55] The following year, another memorial was held in Nova Scotia.[56]

Two memorials to those who died in the crash were established by the Government of Nova Scotia. One is to the east of the crash site at The Whalesback, a promontory 1 kilometre (0.62 mi; 0.54 nmi) north of Peggy's Cove.[57] The second is a more private, but much larger commemoration located west of the crash site near Bayswater Beach Provincial Park on the Aspotogan Peninsula in Bayswater.[58] Here, the unidentified remains of the victims are interred. A fund was established to maintain the memorials and the government passed an act to recognize the memorials.[59][60] Various other charitable funds were also created, including one in the name of a young victim from Louisiana, Robert Martin Maillet, which provided money for children in need,[61][62] and one in the name of Robert's mother, Karen E. Maillet-Domingue (also a victim), which granted scholarships.[63]

A further permanent memorial, albeit not publicly accessible, was created inside the operations centre at Zürich Airport where a simple plaque on the ground floor in the centre opening of a spiral staircase pays tribute to the victims.

The crash of Flight 111 was a severe blow to Swissair and the airline suffered even more loss following the crash, particularly as the in-flight entertainment system that was blamed for causing the accident had been installed on the aircraft to attract more passengers and was removed in order to ease the airline's financial difficulties. Swissair later went bankrupt shortly after the September 11 attacks in 2001, an event that caused a significant and widespread disruption to the aviation transportation industry.[64]

After the crash of Flight 111, the flight designator for Swissair's New York–Geneva route was changed to SR139, although the route was still operated by MD-11 aircraft. Following the bankruptcy of Swissair in 2002, their international traffic rights were passed to Crossair who began operating flights as Swiss International Air Lines, changing the flight designator for the New York–Geneva route to LX023. The MD-11 was retired from the Swiss fleet in 2004, and the flight today is operated by an Airbus A330-300.[65]