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Lauda Air Flight 004

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Lauda Air Flight 004
OE-LAV, the aircraft involved in the accident, seen in 1990
Accident
Date26 May 1991 (1991-05-26)
SummaryLoss of control following uncommanded thrust-reverser deployment leading to in-flight breakup
Site
Map
Aircraft
Aircraft typeBoeing 767-3Z9ER
Aircraft nameMozart
OperatorLauda Air
IATA flight No.NG004
ICAO flight No.LDA004
Call signLAUDA 4
RegistrationOE-LAV
Flight originKai Tak Airport, British Hong Kong
StopoverDon Mueang International Airport, Bangkok, Thailand
DestinationVienna International Airport, Vienna, Austria
Occupants223
Passengers213
Crew10
Fatalities223
Survivors0

Lauda Air Flight 004 was a regularly scheduled international passenger flight from Hong Kong, via Bangkok, Thailand, to Vienna, Austria. On 26 May 1991, the Boeing 767-300ER operating the route crashed following an uncommanded deployment of the thrust reverser on the No. 1 engine during the climb phase, causing the aircraft to enter an aerodynamic stall, uncontrolled dive, and in-flight breakup, killing all 213 passengers and ten crew members on board. It is the deadliest aviation accident involving the Boeing 767,[a] and the deadliest aviation accident in Thailand's history. The accident marked the 767's first fatal incident and third hull loss.[1][2][3] Formula One world motor racing champion Niki Lauda, who founded and ran Lauda Air, was personally involved in the accident investigation.

Aircraft

[edit]

The aircraft involved was a Boeing 767-300ER, the 283rd Boeing 767 built,[4] that was powered by Pratt & Whitney PW4060 engines and was delivered new to Lauda Air on 16 October 1989.[citation needed] The aircraft was registered OE-LAV and named Mozart.[4]: 21  At the time of the incident, the No. 2 engine had been on the airframe since assembly of the aircraft (7,444 hours and 1,133 cycles) whereas the No. 1 engine (with the faulty thrust reverser) had been on the aircraft since October 3, 1990 and had accumulated 2,904 hours and 456 cycles.[4]: 4 

Accident

[edit]

At the time of the accident, Lauda Air operated three weekly flights between Bangkok and Vienna.[5] At 23:02 ICT on 26 May 1991, the Boeing 767-3Z9ER operating as Flight 004 (originating from Hong Kong's Kai Tak Airport) departed Don Mueang International Airport in Bangkok for its passenger service to Vienna International Airport with 213 passengers and 10 crew under the command of American captain Thomas John Welch (48) and Austrian first officer Josef Thurner (41).[4]: 4 [6][7][8][9] Both pilots were regarded as very competent. At 23:08, Welch and Thurner received a visual warning indication on the EICAS display that a possible system failure would cause the thrust reverser on the No. 1 engine to deploy in flight. After consulting the aircraft's Quick Reference Handbook, they determined that the alert was "coming on and off" and that it was "just an advisory thing". The pilots took no remedial action, possibly believing that the indication was false, but also with the knowledge that the 767 could land safely with only one operational reverser.[1]

At 23:17, the No. 1 engine reverser deployed while the plane was over mountainous jungle terrain in the border area between the Suphan Buri and Uthai Thani provinces in Thailand. Thurner's last recorded words were "Oh, reverser's deployed."[10][4]: 55  Moments later, the cockpit voice recorder (CVR) recorded a shuddering sound, followed closely by a snap.[citation needed] Due to the reverser design, an aerodynamic plume of air disrupted the airflow over the leading edge of the left wing during the engine's rundown to idle thrust, which resulted in a 25% loss of lift and an aerodynamic stall.[citation needed]

The aircraft immediately began a diving left turn.[citation needed] The CVR recorded master caution warning and a second snapping sound, followed by various alerts such as overspeed and a second master caution, and Welch's last recorded words: "Jesus Christ" in response to the rapid rolling sensation, "here, wait a minute" as he brought engine 1's thrust lever to idle and shut down the engine and finally, "damn it".[citation needed] Following this, the CVR recorded an increase in background wind noise followed by several loud bangs.[citation needed] Manoeuvring overloads produced by the pilots' sustained attempts to regain pitch control, in combination with the increasing velocity of the dive, had exceeded the aircraft's structural limits and destroyed the weakened aft fuselage along with the rest of the damaged flight surfaces.[citation needed] The loss of the tail caused further negative loading of the wings, as the airplane experienced Mach tuck and nosed over vertically, reaching a speed of at least Mach 0.99 (the highest value that the aircraft's sensors could record), breaking the sound barrier.[citation needed]

The wings then experienced structural failure and separated at the trailing edges, engulfing the remains of the falling aircraft in flames before impacting mountainous wooded terrain and exploding.[11] Most of the wreckage was scattered over a remote forest area roughly 1 square kilometre (0.39 sq mi) in size, at an elevation of 600 m (2,000 ft), in what is now Phu Toei National Park, Suphan Buri. The wreckage site is about 6 kilometres (4 mi; 3 nmi) north-northeast of Phu Toey, Huay Kamin (Thai: ห้วยขมิ้น), Dan Chang district, Suphan Buri province,[4] about 100 kilometres (62 mi; 54 nmi) northwest of Bangkok, close to the Burma-Thailand border.[5][12] Rescuers found Welch's body still in the pilot's seat.[13]

Recovery

[edit]

Volunteer rescue teams and local villagers looted the wreckage, taking electronics and jewellery,[14] so relatives were unable to recover personal possessions.[15] The bodies were taken to a hospital in Bangkok, but the storage was not refrigerated, and the bodies decomposed. Dental and forensic experts worked to identify bodies, but 27 were never identified.[16]

Speculation circulated that a bomb may have destroyed the aircraft, as some eyewitnesses had reported seeing a large fireball surrounding the aircraft, the result of the disintegration of the right wing during the dive. However, a terrorist motive was believed unlikely, as Austria was politically neutral with a reputation of avoiding international conflicts such as the recent Gulf War.[17]

Investigation

[edit]
Niki Lauda travelled to Thailand to assist in the investigation.

The flight data recorder was completely destroyed, so only the cockpit voice recorder could be analysed. Thailand's Air Safety Division head Pradit Hoprasatsuk stated that "the attempt to determine why the reverser came on was hampered by the loss of the flight data recorder, which was destroyed in the crash".[18] Upon hearing of the crash, Niki Lauda traveled to Thailand. He examined the wreckage and estimated that the largest fragment was about five metres (16 ft) by two metres (6.6 ft), which was about half the size of the largest piece resulting from the Lockerbie bombing.[19] Lauda attended a funeral for 23 unidentified passengers in Thailand and then traveled to Seattle to meet with Boeing representatives.[20]

The official investigation, led by Thailand's Aircraft Accident Investigation Committee, lasted approximately eight months and resulted in a conclusion of probable cause: "The Accident Investigation Committee of the Government of Thailand determines the probable cause of this accident to be [an] uncommanded in-flight deployment of the left engine thrust reverser, which resulted in loss of flight path control. The specific cause of the thrust reverser deployment has not been positively identified."[21] Multiple possibilities were investigated, including a short circuit in the electrical system. However, the destruction of much of the wiring meant that investigators could not arrive at a definitive reason for the activation of the thrust reverser.[4]

As evidence began to implicate the thrust reversers as the cause of the accident, Lauda conducted simulator flights at Gatwick Airport that appeared to show that deployment of a thrust reverser was a survivable condition. Lauda said that the thrust reverser could not be the sole cause of the crash.[22] However, the accident report states that the "flight crew training simulators yielded erroneous results"[4]: 21  and that recovery from the loss of lift from the reverser deployment "was uncontrollable for an unexpecting flight crew".[4]: 41 

The incident prompted Boeing to modify the thrust-reverser system to prevent similar occurrences by adding sync locks, which prevent the thrust reversers from deploying when the main landing-gear truck-tilt angle is not at the ground position.[4][23] Aviation writer Macarthur Job has stated that "had that Boeing 767 been of an earlier version of the type, fitted with engines that were controlled mechanically rather than electronically, then that accident could not have happened".[10]

In parallel with the Thai accident commission’s investigation, the Vienna Public Prosecutor’s Office also conducted its own inquiry. When the Vienna Public Prosecutor’s Office seized documents from Lauda Air following the crash, it was found that dozens of pages were missing from the technical logbooks of the crashed aircraft. Former Lauda Air employees testified in 2026 that "hundreds of pages had been destroyed".[24] The Vienna Public Prosecutor’s Office also interviewed a former head of maintenance at Lauda Air. The man, Hanns Pekarek, stated for the record that he had repeatedly warned Niki Lauda that aircraft maintenance was no longer safe due to the intense pressure from management. According to Pekarek’s statements to the Vienna Public Prosecutor’s Office, Niki Lauda ignored these warnings. Pekarek therefore left the company eight months before the crash of OE-LAV and, fearing an accident, banned his entire family from flying with Lauda Air.[25][26]

The Vienna Public Prosecutor’s Office commissioned the renowned expert Prof. Ernst Zeibig, DDipl. Ing., Dr. tech., to prepare an expert report. This report was completed as early as the early 1990s, but remained under wraps. A number of German journalists, as well as the Austrian news magazine ‘Profil’, had already raised the issue in the early 1990s.[27][28][29] The Austrian flight safety expert and aviation journalist Patrick Huber[30][31] quoted from it in specialist publications in 2011[32] and 2015.[33] It formed the basis of his non-fiction book ‘Lauda Air NG 004: The Last Flight of the “Mozart” – Austria’s Greatest Aviation Disaster’, published in German in January 2026.[34][35] Professor Zeibig’s report clearly demonstrated Lauda Air’s shared responsibility for the crash. Whilst it did not dispute the design fault with the thrust reverser on Boeing’s part, the expert concluded that the aircraft involved in the accident, registration OE-LAV, should not have been allowed to fly at all since 25 January 1991. Professor Zeibig spent over a year reviewing the technical documentation for the aircraft involved in the accident. In doing so, he compared the relevant error messages with the actions taken by the Lauda Air maintenance team and then assessed the appropriateness of those measures. The expert appointed by the Vienna Public Prosecutor’s Office established beyond doubt that an error message relating to the left thrust reverser on OE-LAV was first documented on 28 December 1990. According to Boeing FIM, the aircraft should have been permitted to fly for a maximum of 500 hours with this fault. If the problem had not been rectified within this period, the aircraft would have had to be grounded. However, the Lauda Air maintenance team were never able to resolve the problem. In their attempts to rectify the fault, they repeatedly breached Boeing’s regulations. Expert Zeibig noted, among other things, “serious maintenance errors” and “serious deficiencies in the documentation” and concluded that the 500-hour period, which had begun on 28 December 1990, had expired on 25 January 1991. Nevertheless, Lauda Air sent the aircraft in question on a 39-hour rotation to Australia and back. This was a deliberate breach of Boeing regulations.[36]

Until the crash on 26 May 1991, OE-LAV had flown for more than 2,000 hours with this fault in the left thrust reverser, which should have been rectified within 500 hours. According to Professor Zeibig, the cause of the problems and the thrust reverser activation was, “with a probability bordering on certainty”, damaged electrical cables in the area of the left engine strut. The Vienna public prosecutor responsible at the time explained that he had not charged those responsible at Lauda Air solely because these cables had been destroyed in the crash. He said: “Had I had these cables, Niki Lauda himself would have been the main defendant.” The prosecutor also stated quite clearly that the crash would not have happened if Lauda Air had followed the maintenance guidelines, taken OE-LAV out of service and carried out a thorough inspection of the left engine strut. In that case, the maintenance crew would have discovered the damaged cables and replaced them. Consequently, the thrust reverser would not have been activated in flight.[37][38][32][39][40][41][42][43][44]

Previous testing of thrust reversers

[edit]

When the U.S. Federal Aviation Administration (FAA) asked Boeing to test activating the thrust reverser in flight,[45] the FAA had allowed Boeing to devise the tests. Boeing had insisted that a deployment was not possible in flight. In 1982, Boeing conducted a test in which the aircraft was flown at 10,000 feet (3,000 m), slowed to 250 knots (460 km/h; 290 mph; 130 m/s), and then the test pilots deployed the thrust reverser. The control of the aircraft was not jeopardized, and the FAA accepted the results of the test.[46]

The Lauda aircraft was travelling at a TAS of 400 knots (740 km/h; 460 mph) at 24,700 feet (7,500 m) in the climb to 30,000 feet (9,100 m)[47] when the left thrust reverser deployed, causing the pilots to lose control of the aircraft. James R. Chiles, author of Inviting Disaster, said: "[T]he point here is not that a thorough test would have told the pilots Thomas J. Welch and Josef Thurner what to do. A thrust reverser deploying in flight might not have been survivable, anyway. But a thorough test would have informed the FAA and Boeing that thrust reversers deploying in midair was such a dangerous occurrence that Boeing needed to install a positive lock that would prevent such an event."[48]

Passengers and crew

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Nation Passengers Crew Total
Austria 74 9 83
Hong Kong 52 0 52
Thailand 39 0 39
Italy 10 0 10
Switzerland 7 0 7
China 6 0 6
Germany 4 0 4
Portugal 3 0 3
Taiwan 3 0 3
Yugoslavia 3 0 3
United States 2 1[b] 3
Hungary 2 0 2
Philippines 2 0 2
United Kingdom 2 0 2
Australia 1 0 1
Brazil 1 0 1
Poland 1 0 1
Turkey 1 0 1
Total 213 10 223

The passengers and crew included 83 Austrians: 74 passengers and 9 crew members.[49][50] Other nationalities included 52 Hong Kong residents,[50][51] 39 Thai, 10 Italians, 7 Swiss, 6 Chinese, 4 Germans, 3 Portuguese, 3 Taiwanese, 3 Yugoslavs, 2 Hungarians, 2 Filipinos, 2 Britons, 3 Americans (two passengers and the captain), 1 Australian, 1 Brazilian, 1 Pole and 1 Turk.[50][52]

First officer Josef Thurner had once flown as a copilot with Niki Lauda on a Lauda Air Boeing 767 service to Bangkok, a flight that was the subject of a Reader's Digest article in January 1990 that depicted the airline positively. Macarthur Job stated that Thurner was the better known of the crew members.[53] Captain Thomas J. Welch lived in Vienna[50] but was originally from Seattle, Washington.[52]

Notable victims included:

Aftermath

[edit]
Cemetery Lauda Air near Suphanburi

The airline lost about a quarter of its capacity a result of the crash.[58] Following the crash of OE-LAV, the airline operated no flights to Sydney on 1, 6 and 7 June. Flights resumed with another 767 on 13 June.[59] Niki Lauda said that the crash and the ensuing period constituted the worst time in his life, even worse than the recovery from injuries that he had sustained after a crash in the 1976 German Grand Prix.[21] After the Flight 004 crash, bookings from Hong Kong decreased by 20%, but this was offset by an increase in bookings by passengers based in Vienna.[51]

In early August 1991, Boeing issued an alert to airlines stating that more than 1,600 late-model 737s, 747s, 757s and 767s had thrust-reverser systems similar to that of OE-LAV. Two months later, customers were asked to replace potentially faulty valves in the thrust-reverser systems that could cause reversers to deploy in flight.[60]

At the crash site, which is accessible to national park visitors, a shrine was erected to commemorate the victims.[61] Another memorial and cemetery is located at Wat Sa Kaeo Srisanpetch, about 90 kilometres (56 mi; 49 nmi) away in Mueang Suphan Buri district.[62]

[edit]

The crash of Flight 004 was featured in an edition of ITV's The Cook Report entitled "Don't Shoot the Pilot" in 1993 and in the second episode of Season 14 of the Canadian documentary television series Mayday, titled "Testing the Limits".[63]

See also

[edit]

Notes

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  1. ^ The crashes of both American Airlines Flight 11 and United Airlines Flight 175 are deadlier. However, both incidents are not considered as aviation accidents due to them being acts of terrorism as part of the September 11 attacks.
  2. ^ The captain.

References

[edit]
  1. ^ a b Accident description at the Aviation Safety Network.
  2. ^ Ranter, Harro. "Boeing 767". Aviation Safety Network. Flight Safety Foundation. Retrieved 6 March 2019.
  3. ^ Ranter, Harro. "Thailand air safety profile". Aviation Safety Network. Flight Safety Foundation. Retrieved 6 March 2019.
  4. ^ a b c d e f g h i j "Accident Report". rvs.uni-bielefeld.de. Aircraft Accident Investigation Committee. Archived from the original on 7 June 2011. Retrieved 14 February 2014.
  5. ^ a b Tummachartvijit, Tavorn (27 May 1991). "Cause of airliner explosion Sought". The Dispatch. Associated Press. pp. 1A and 6A – via Google News.
  6. ^ "Excerpts from Lauda News Conference on Crash of Boeing 767 With AM-Thailand Crash". AP NEWS. Associated Press. 2 June 1991. Archived from the original on 10 December 2022. Retrieved 25 May 2020.
  7. ^ "Two Doomed 767S Were Partners On Assembly Line". The Seattle Times. Retrieved 25 May 2020.
  8. ^ "Lauda 004 air crash". Pilotfriend. Retrieved 25 May 2020.
  9. ^ "Lauda Air 004 CVR Transcript". Cockpit Voice Recorder Database. Retrieved 25 May 2020.
  10. ^ a b Job, Macarthur (1996). Air Disaster Volume 2. Aerospace Publications. pp. 203–217. ISBN 1-875671-19-6.
  11. ^ Chiles, James R. (8 July 2008). Inviting Disaster: Lessons From the Edge of Technology: An Inside Look at Catastrophes and Why They Happen. Harper Collins. p. 309. ISBN 978-0-06-173458-8.
  12. ^ "More Than 200 Believed Killed As Plane Crashes in Thai Jungle". The New York Times. Associated Press. 27 May 1991. ISSN 0362-4331. Retrieved 27 January 2013.
  13. ^ a b "UN drug man 'not Thai bomb target'". The Independent. 30 May 1991. Available on LexisNexis.
  14. ^ Johnson, Sharen Shaw (29 May 1991). "Scavengers complicate crash probe". USA Today. p. 4A – via Newspapers.com.
  15. ^ Krausz, Tibor (10 December 2019). "Pilgrimage to Thai plane crash site for aunt killed 28 years ago: 'I'm here for you. You're no longer alone.'". South China Morning Post. Retrieved 10 December 2019.
  16. ^ Finlay, Victoria (25 May 1993). "Relatives return to crash site for memorial service". South China Morning Post. Retrieved 26 May 2013.
  17. ^ "Looting May Hurt Jet-crash Probe; Airline Chief Denies Extortion Plot". The Philadelphia Inquirer. 29 May 1991. p. 1. Archived from the original on 16 April 2014. Retrieved 26 May 2013 – via Inquirer Wire Services.
  18. ^ "Probe Fails to Resolve Cause of 1991 Air Disaster". Associated Press. 31 August 1993. Archived from the original on 16 March 2014. Retrieved 16 March 2014.
  19. ^ "Looting may have hidden clues to crash". The Advertiser. 30 May 1991.
  20. ^ Hamilton, Maurice; Hamilton, Interview by Maurice (29 October 2006). "Niki Lauda: 'People had lost their loved ones yet no one was telling them why'". The Guardian. ISSN 0261-3077. Retrieved 1 December 2025.
  21. ^ a b Lauda, Nicki; Hamilton, Maurice (29 October 2006). "Niki Lauda: 'People had lost their loved ones yet no one was telling them why'". The Observer. ISSN 0029-7712. Retrieved 15 February 2013.
  22. ^ "Owner Rejects Thrust as Cause of Air Crash". The New York Times. 7 June 1991. ISSN 0362-4331. Retrieved 26 January 2013.
  23. ^ Acohido, Byron (3 November 1999). "Boeing Thrust Reversers Had History Of Glitches". Chicago Tribune.
  24. ^ "35 Jahre Lauda Air Absturz: Die verschwundenen Akten der "Mozart" und die Verantwortung des Technikchefs". Austrian Wings (in Austrian German). 4 June 2026. Retrieved 5 June 2026.
  25. ^ "Wartungschef Ing. Hanns Pekarek - der Mann, der den vermeidbaren Lauda Air Absturz vorausahnte". Austrian Wings (in Austrian German). 26 March 2026. Retrieved 5 June 2026.
  26. ^ red. "223 Tote – war Lauda-Air-Absturz vermeidbar?". www.heute.at (in German). Retrieved 5 June 2026.
  27. ^ Kurt Langbein, Alwin Schönberger, Christian Skalnik (20 June 1994). "Tödliche Fehler (Deadly errors)". Profil. 25: 49–51.{{cite journal}}: CS1 maint: multiple names: authors list (link)
  28. ^ Yvon, Paul (23 November 1992). Profil. 48/1992: 24–25. {{cite journal}}: Missing or empty |title= (help)
  29. ^ van Beveren, Tim (1997). Runter kommen sie immer: Die verschwiegenen Risiken des Flugverkehrs [They always come down: the hidden risks of air travel]. Frankfurt: Campus Verlag, Frankfurt am Main, Deutschland/Germani (www.campus.de) (published 19 March 1997). ISBN 978-3593356884.
  30. ^ Aktuell, S. W. R. (17 March 2025). "Alternative Theorien stellen Germanwings-Absturz in Frage". SWR Aktuell (in German). Retrieved 5 June 2026.
  31. ^ "Patrick Huber zum Germanwings-Absturz". ZDFheute (in German). 24 March 2025. Retrieved 5 June 2026.
  32. ^ a b ""Der letzte Flug der "Mozart":: Neue Einblicke in Österreichs größte Luftfahrtkatastrophe". MeinBezirk.at (in German). 15 May 2026. Retrieved 5 June 2026.
  33. ^ Huber, Patrick. "NG 004: Der letzte Flug der Mozart (NG 004: The last flight of the Mozart)" (PDF). Cockpit. 05/2015: 28–29.
  34. ^ "35 Jahre nach dem Absturz: Der leere Sitz in der Lauda-Air 004". News.at (in German). 26 May 2026. Retrieved 5 June 2026.
  35. ^ "Das große Buch zum Lauda Air Unglück: "Lauda Air NG 004: Der letzte Flug der ,Mozart' - Österreichs größte Luftfahrtkatastrophe"". Austrian Wings (in Austrian German). 24 January 2026. Retrieved 5 June 2026.
  36. ^ Varga, Niklas (26 May 2026). "Lauda Air Absturz: Fehler lag auch bei Airline". noe.ORF.at (in German). Retrieved 5 June 2026.
  37. ^ "Recherche enthüllt: Unglücks-Boeing hätte nicht mehr fliegen dürfen". FOCUS.de.
  38. ^ Holz, Wilson (6 April 2026). "Neues Buch enthüllt schockierende Versäumnisse beim Lauda-Air-Absturz der "Mozart"". LINZA! (in German). Retrieved 5 June 2026.
  39. ^ "Protokoll einer Katastrophe mit Ansage". Travelnews (in German). 17 February 2026. Retrieved 5 June 2026.
  40. ^ "Spotify – Web Player". Spotify. Retrieved 5 June 2026.
  41. ^ "Episode 8: Lauda Air 004 – Flugforensik" (in German). Retrieved 5 June 2026.
  42. ^ "Lauda Air Absturz: Der Todesflug der "Mozart"". Austrian Wings (in Austrian German). 26 May 2011. Retrieved 5 June 2026.
  43. ^ "Lauda Air Crash 1991: still too many open questions". Austrian Wings (in Austrian German). 18 January 2015. Retrieved 5 June 2026.
  44. ^ "Interview mit Buchautor zu Lauda Air Absturz: "Laut Staatsanwaltschaft wäre das Unglück vermeidbar gewesen"". Austrian Wings (in Austrian German). 18 May 2026. Retrieved 5 June 2026.
  45. ^ Chiles, James R. (8 July 2008). Inviting Disaster: Lessons From the Edge of Technology: An Inside Look at Catastrophes and Why They Happen. Harper Collins. pp. 112–113. ISBN 978-0-06-173458-8.
  46. ^ Chiles, James R. (8 July 2008). Inviting Disaster: Lessons From the Edge of Technology: An Inside Look at Catastrophes and Why They Happen. Harper Collins. p. 113. ISBN 978-0-06-173458-8.
  47. ^ "Lauda Air B767 Accident Report", 26 May 1991.
  48. ^ Chiles, James R. (8 July 2008). Inviting Disaster: Lessons From the Edge of Technology: An Inside Look at Catastrophes and Why They Happen. Harper Collins. p. 114. ISBN 978-0-06-173458-8.
  49. ^ Traynor; et al. (28 May 1991). "Crash teams investigate plane blast". The Independent.
  50. ^ a b c d Wallace, Charles P. (28 May 1991). "'All Evidence' in Thai Air Crash Points to Bomb". Los Angeles Times. p. 2. Retrieved 15 February 2013.
  51. ^ a b Finlay, Victoria (25 May 1993). "Jet tragedy families wait on pay". South China Morning Post. Retrieved 27 January 2013.
  52. ^ a b "Pilot's Final Words". The Seattle Times. Associated Press. 6 June 1991. Archived from the original on 29 July 2014. Retrieved 15 February 2013.
  53. ^ Job, p. 204. "Of all the crew, Josef Thurner was perhaps the better known thanks to having been copilot to Niki Lauda himself on a Boeing 737 service to Bangkok which became the subject of a highly affirmative article on the airline and its history in the January 1990 issue of Reader's Digest [...]"
  54. ^ "Lauda Air-Absturz in Thailand jährt sich zum 20. Mal" [Lauda Air Crash in Thailand marks its 20th anniversary]. Die Presse (in German). 26 May 2011. Retrieved 14 February 2013.
  55. ^ Thaler, Bernhard (1999). Südtirol Chronik: das 20. Jahrhundert [South Tyrol Chronicle: the 20th century] (in German). Athesia. p. 394. ISBN 978-88-8266-016-1. Sechs der zehn Südtiroler Opfer sind Studenten der Innsbrucker Fakultät für Wirtschaftswissenschaften aus Klausen, Gröden, Olang, Mals und Kiens, die unter der Leitung von Clemens August Andreae an einer Exkursion nach Fernost teilgenommen hatten. Die anderen vier Südtiroler Todesopfer – alle aus Bozen – sind zwei Beamte sowie ein Berufsmusiker mit seiner chinesischen Frau und dem in Bozen geborenen Töchterchen der beiden. [English: Six of the ten victims of South Tyrol are students of the Innsbruck Faculty of Economics from Klausen, Val Gardena, Olang, Mals and Kiens, who had participated in an excursion to the Far East under the guidance of Clemens August Andreae. The other four South Tyrolean fatalities – all from Bolzano – are two civil servants and a professional musician with his Chinese wife and the Bolzano-born daughter of the two.
  56. ^ รายนามผู้ดำรงตำแหน่งผู้ว่าราชการจังหวัดเชียงใหม่ [List of incumbent governor of Chiang Mai Province]. Chiang Mai Province Official Site (in Thai). Retrieved 17 March 2017.
  57. ^ "Special Messages from 8 U.S. Consuls General in Chiang Mai". (Archive) United States Department of State. Retrieved on 15 February 2013. Thai version, Archive.
  58. ^ Traynor, Ian. "Lauda's driving ambition brings triumph and disaster in tandem". The Independent. 28 May 1991.
  59. ^ Aircraft & Aerospace. Peter Isaacson Publications Pty. Limited. 1991. p. 44. LAUDA AIR/LDA: Following the still unexplained loss of B767-329ER OE-LAV [24628] Mozart, there were no flights to Sydney by the Austrian carrier on 1, 6 and 7 June. Services resumed on 13 June with B767-3T9 (ER) OE-LAU [23765 xN6009F]
  60. ^ Lane, Polly; Acohido, Byron (9 September 1991). "Boeing Tells 757 Owners To Replace Part – Faulty Thrust-Reverser Valve Blamed In 767 Accident That Killed 223". The Seattle Times. Retrieved 15 February 2013.
  61. ^ "Truly Unseen: Phu Toei National Park". Thai Blogs. 19 January 2007. Archived from the original on 8 December 2010.
  62. ^ "Lauda Air Crash, 26 May 1991: Thailand's Worst Ever". Thai Blogs. 22 September 2009. Archived from the original on 15 December 2010. Retrieved 29 September 2019.
  63. ^ "Niki Lauda: Testing the Limits (Lauda Air Flight 004)". TheTVDB.com. Retrieved 3 March 2022.

Citations

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Further reading

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[edit]
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