captain masami takahama

A great example of this problem was the pressure relief door inside the tail section. He was also a [10], The four survivors, all women, were seated on the left side and toward the middle of seat rows 5460, in the rear of the aircraft. Lessons were also learned in the areas of aircraft design and maintenance. About another 1,000 emergency workers were trying to reach the scene on foot. Flight123was a training flight flown by Sasaki in order for him to be promoted to Captain. He was a veteran flight engineer and had approximately 9,800 total flight hours, of which roughly 3,850 were accrued flying 747s. Without warning, the plane entered another terrifying dive, losing thousands of feet in less than a minute. He gave his position as 55 miles south-west of Tokyo, which would put him on course for Osaka. Japanese investigators believed that the door had opened as designed, but that it was simply too small to handle the amount of air that entered the empennage when the aft pressure bulkhead failed. Today he would be sitting in the first officers seat, because he was training 39-year-old First Officer Yutaka Sasaki to become a captain himself, and thus Sasaki was sitting in what would normally be the captains seat. A U.S. Air Force C-130 crew was the first to spot the crash site 20 minutes after impact, while it was still daylight, and radioed the location to the Japanese and Yokota Air Base, where an Iroquois helicopter was dispatched. WebCaptain Masami Takahama ( Takahama Masami) from Akita, Japan, served as a training instructor for First [3][4][5] A veteran pilot, Officer Yutaka Sasaki on the flight, supervising him while handling the radio communications. Word that survivors had been found spread like wildfire through the crowd of friends and relatives who had gathered in Ueno to await news of their loved ones. It departed Tokyo International Airport enroute Osaka International Airport. The Canadian coastguard vessel, John Cabot, carrying special equipment, has been delayed in Cork harbour by bad weather. Due to the delay in the rescue operation a fewof the occupants had survived the crash only to die from shock and exposure overnight in the mountains or from injuries that if tended to earlier would not have been fatal. The pilots possibly were focused, instead, on the cause of the explosion they had heard, and the subsequent difficulty in controlling the jet. Metallurgical analysis of the fracture surface showed conclusively that the skin had failed in fatigue right along the row of rivets over the course of many pressurization cycles. Cabin air then rushed into the unpressurized tail section. At times, gravity pulled the plane into a dive before air pressure kicked the nose back up again to an ascent. 4 engine on landing at Chitose Air Base in poor visibility. Captain Takahama tried his best to command when to move the throttles, endlessly shouting Power! Lower the nose! Raise the nose! Max power! as the plane repeatedly climbed, stalled, dived, and climbed again. It departed Tokyo International Airport enroute Osaka International Airport. Captain Takahama tried his best to command when to move the throttles, endlessly shouting Power! Lower the nose! Raise the nose! Max power! as the plane repeatedly climbed, stalled, dived, and climbed again. He played Shinji in Johnny Mnemonic. Mount Fuji, three thousand feet below them, flashed across the windows of the terrified passengers. Fukuda may have been too hypoxic to understand this. He was a specialist in the tricky art of controlling a plane with only engine power. [3]:320 The aircraft's airspeed increased as it was brought into an unsteady climb. Subsequently, the bank angle to exceed 60, and the nose began to drop. A Boeing inspector reviewed the work soon after its completion but failed to detect that it had been carried out improperly, because the mistake had been covered up by a fillet seal. We will be saved, I thought, and waved frantically. In the cockpit, Captain Takahama and First Officer Sasaki fought to put the plane into a descent, desperately shouting at each other as they tried to stop the phugoid cycle: Lower the nose! Nose up! Power! In an effort to restore some stability to their flight path, Flight Engineer Fukuda lowered the landing gear. Language links are at the top of the page across from the title. A criminal investigation did result in charges against 20 members of the team which carried out the repair, but the charges were dropped after Boeing refused to cooperate, citing the US policy of not charging aviation personnel involved in accidents unless there is intent to do harm. Boeing 747-100SRs continued to serve JAL on domestic routes until their retirement in 2006, having been replaced by newer widebody aircraft such as the Boeing 747-400D and Boeing 777, introduced during the 1990s and early 2000s. Captain Masami Takahama, a veteran 747 pilot with over 12,000 hours of flight time (4,850 in the 747), along with his crew, managed to regain some measure control using engine throttle inputs to steer and adjust altitude. Posts: 14 4 people lived (should have been more) after an impossible fight. Oh no! Captain Takahama shouted, Stall! Twelve infants were reported to be on the passenger list. Few roads run through it. The 747 soon slipped into a left turn and climbed steeply, prompting ATC to ask if they had regained control yet. The particular aircraft scheduled to operate flight 123 was JA8119, an 11-year-old Boeing 747 SR manufactured in 1974 and delivered directly to Japan Airlines. An examination of the aft pressure bulkhead revealed the smoking gun: at the junction of the original bulkhead skin and the spliced section, one row of rivets had been used where two were required. Seeing that the aircraft was still flying west away from Haneda, Tokyo Control contacted the aircraft again. What a banal reason for such incalculable suffering. I could no longer hear the voices of the boy or the young woman.. Masami Takahama, soon after takeoff from the Haneda Airport on Tokyo Bay. After more than an hour at the ramp Flight 123 pushed back from gate 18 at 6:04pm. The captain immediately ordered maximum power at 6:49:40p.m. as the stick shaker sounded. This way, both the upper and lower skin sections would be attached to the splice plate by two rows of rivets. At 6:55p.m., the captain requested flap extension, and the co-pilot called out a flap extension to 10 units, while the flaps were already being extended from 5 units at 6:54:30p.m. When it finally failed, the resulting rapid decompression ruptured the lines of all four hydraulic systems and ejected the vertical stabilizer. This applies to ANY wildcat actions, including slowdown, work-to-rules, withdrawal of enthusiasm (WOE), sickouts, etc. Medical staff later found bodies with injuries suggesting that people had survived the crash only to die from shock, exposure overnight in the mountains, or injuries that, if tended to earlier, would not have been fatal. With the total loss of hydraulic control and non-functional control surfaces, the aircraft began up and down oscillations in phugoid cycles lasting about 90 seconds each, during which the aircraft's airspeed decreased as it climbed, then increased as it fell. In command of this vast passenger load was 49-year-old Captain Masami Takahama, an experienced instructor captain with 12,400 flight hours. Where? The furthest to the rear. Loss of cabin pressure at high altitude caused a lack of oxygen throughout; emergency oxygen masks for passengers were deployed. She Request return back to Haneda! The controller quickly authorized them to turn right on a heading of 090 to return to the airport. At 6:54 p.m., about three minutes before the crash, Takahama asked Haneda for his position, possibly because his automatic direction finder wasnt working, Iwao said. Even without all the extra noise, the lack of oxygen, and the fear of death, and with some foreknowledge of the nature of the emergency, none of the five crews in the experiment were able to land the plane. And why did Japanese authorities wait until the next day to send rescuers to the crash site, costing the lives of countless survivors? The seventh and final C-check performed after the bulkhead repair came in December 1984, at which time the cracks are thought to have reached 10 millimeters in length. Flight 123 lifted off at 6:12 p.m., 12 minutes behind schedule. It was a swift demonstration of the general concern aroused by the accident in the aviation world. In 1985, Obon fell around the 15th of August in most parts of Japan, and by the 12th, the holiday travel boom was well underway. Terrified passengers surrounded her, some of them crying, others frantically writing notes to their loved ones. On the second of June 1978, the plane was landing in Osaka as Japan Airlines flight 115 when the pilot pitched up too steeply during touchdown. [3]:292 The captain was heard on the CVR desperately requesting for the flaps to be retracted and for more power to be applied in a last-ditch effort to raise the nose. "[24], One of the four survivors, off-duty Japan Air Lines flight purser Yumi Ochiai ( , Ochiai Yumi) recounted from her hospital bed that she recalled bright lights and the sound of helicopter rotors shortly after she awoke amid the wreckage, and while she could hear screaming and moaning from other survivors, these sounds gradually died away during the night.[19]. Initial suspicion about the status of the R5 door, derived from the flight engineers report over the radio, was quickly dispelled when investigators found the door in the wreckage at the crash site, still bolted into its frame. All four of the 747s hydraulic systems were ruptured. A little later he radioed that he could not control the plane and that he had no idea of his position. In the darkness, I could hear the sound of a helicopter. The right wingtip and number four engine struck trees on a ridgeline and were sheared off. The resulting overpressure caused a failure of the APU bulkhead and the support structure for the vertical fin. More advanced inspection techniques could have detected the cracks, but these techniques were not used on the bulkhead because the probability of its failure due to fatigue was thought to be extremely remote. But the failure on Japan Airlines flight 123 occurred on the joint between two sections across several such bays, and was able to expand down the remainder of the joint in both directions, opening up a hole several meters long within a fraction of a second. This was the last anyone heard from the stricken plane. TOKYO With pieces of tail section tearing away and the hydraulic controls of his jumbo jet gone, Capt. WebInstead of trying to return to the airport, Captain Masami Takahama and First Officer Yutaka Sasaki immediately decide to perform an emergency landing in Sagami Bay; this results in 5 fatalities and approximately 75 injuries instead of 505 fatalities and the four survivors being seriously injured. Boeing 747-146SR JA8119 had accumulated a total of 25,030 flight hours by the time oftheaccident, on 18,835 flights. That task would fall to a group of approximately 160 rescuers who assembled at Ueno Middle School during the night to prepare for an expedition to the crash site at the first light of dawn. The accident has been the subject of numerous documentaries, movies, books, songs, and more. Position: A320 Captain. A very sad and regrettable accident. Yumi Ochiai had revealed a terrible truth about the crash of Japan Airlines flight 123: many more people had survived the accident, only to die on the mountainside waiting for rescue. This article is written without reference to and supersedes the original. There, numerous people on the ground later reported hearing an unusual noise, or bang, as the jetliner passed overhead. Um immediate request, turn back to Haneda. Captain Masami Takahama, an experienced pilot, attempted to fly the increasingly uncontrollable aircraft back to Haneda, but to no avail. The plane crashed into Osutaka Ridge in southern Gunma Prefecture, killing 520 of the 524 onboard. Evidently, in the case of flight 123, it didnt work. Rumors persisted that Boeing had admitted fault to cover up shortcomings in the airline's inspection procedures, thereby protecting the reputation of a major customer. Boeing engineers calculated that it could be expected to fail after 10,000 cycles. The team departed at 6:30 a.m., initially driving up a disused logging road to the foot of the mountain, then continuing on foot up the steep forested mountainside for several kilometers, reaching the edge of the vast debris field sometime after 10:00. Rescuers had great difficulty reaching the remote Japan Alps, 70 miles north-west of the capital, and heavy rain added to their problems. All the sections, stiffeners, and other bulkhead components are riveted together to form a cohesive whole. But when the faulty repair compromised the bulkheads resistance to failure, none of the other checks and balances, such as inspections, were able to adjust to the new reality that the bulkhead was no longer failsafe. Rodeos Airport in the year 1974 site of the actual aircraft involved in loss. After confirming that the pilots were declaring an emergency, the controller requested as to the nature of the emergency. In all, just four people survived the terror of JAL Flight 123. [3]:291[19] From 6:49:03 to 6:52:11p.m., Japan Air Tokyo attempted to call the aircraft again via the selective-calling radio system. [10] Twenty-two non-Japanese were on board the flight. The hydraulic quantity is all lost! said Fukuda. The Boeing 747-SR-146 was carrying 509 passengers and 15 crew members. At some points during the flight, the banking motion became very profound, with banks in large arcs around 50 back and forth in cycles of 12 seconds. [17] At about 6:24p.m. (or 12 minutes after takeoff), at near cruising altitude over Sagami Bay 3.5 miles (3.0nmi; 5.6km) east of Higashiizu, Shizuoka, the aircraft underwent rapid decompression[3]:83 bringing down the ceiling around the rear lavatories, damaging the unpressurized fuselage aft of the plane, unseating the vertical stabilizer, and severing all four hydraulic lines. Spot fires still burned amid a vast area strewn with tangled wreckage and the bodies of victims. It doesnt turn back! Sasaki exclaimed. But it was not to be. As the pilot and crew notified air traffic of the emergency, recordings reveal loud alarms and flight attendants instructing passengers on how to use the oxygen masks. Well done crew. Rescue teams set out for the site the following morning. One station even patched through a live telephone conversation with a man watching the plane from the ground in real time as it passed near Mount Fuji. At 6:12pm Japan Airlines Flight 123 took off from Runway 15L at Haneda Airport, Tokyo, Japan. Well hit a mountain! Although this story is often repeated in English-language media, it has never been independently verified. The impact registered on a seismometer located in the Shin-Etsu Earthquake Observatory at Tokyo University from 6:56:27p.m. as a small shock, to 6:56:32p.m. as a larger shock, believed to have been caused by the final crash. The skin ripped open along the joint between the repaired section and the original bulkhead, and within milliseconds the pressurized cabin air blasted through the gap with tremendous force. Hydraulic pressure has dropped, Fukuda said, warning the pilots of the growing problem. It sounded like the voice of a boy of about school age. The crew tried desperately to dampen these extreme motions, but with all the hydraulic fluid now gone, their controls were completely ineffective. Unfortunately, according to investigators, a substandard repair is exactly what happened in the case of JAL 123. Iwao said no JAL 747 had ever lost more than one hydraulic system. The discovery came nearly a year after engine parts were also found in the same area. [16], The aircraft landed at Haneda from Chitose Airport at 4:50p.m. as JL514. For this purpose, they contended, it was entirely adequate. Possibly in order to prevent another stall, at 6:51p.m., the captain lowered the flaps to 5 units due to the lack of hydraulics, using an alternate electrical system - in an additional attempt to exert control over the stricken jet. Namun yang terjadi justru pesawat malah mendekat ke Yokota Air Base. It departed Tokyo International Airport enroute Osaka International Airport. It doesnt take a trained mechanic to understand why the splice, as constructed, would be a problem. He is succeeded by his wife Danielle and his two children, Kintaro and Miya Akiyama. [19] In the aftermath of the incident, Hiroo Tominaga, a JAL maintenance manager, died from suicide intended to atone for the incident,[29] as did Susumu Tajima, an engineer who had inspected and cleared the aircraft as flightworthy, due to difficulties at work. As flight 123 approached its cruising altitude some twelve minutes after takeoff, the pressure differential increased to the point that the fatally compromised aft pressure bulkhead could no longer hold itself together. About 12 minutes after takeoff, at near cruising altitude over Sagami Bay, the aircrafts aft pressure bulkhead burst open. JAL Flight 123 was a Boeing 747-146SR, registration JA8119. I couldnt see any light, but I could hear the sound, and it was quite near, too. [3]:126,13738 The flight engineer did say they should put on their oxygen masks when word reached the cockpit that the rear-most passenger masks had stopped working. Japan's Aircraft Accident Investigation Commission (AAIC),[3]:129 assisted by the U.S. National Transportation Safety Board,[4] concluded that the structural failure was caused by a faulty repair by Boeing technicians following a tailstrike incident suffered by the accident aircraft seven years earlier. Then, as rescuers approached the remains of the tail section, which had continued over the ridge and tumbled into the ravine on the opposite side, someone spotted an unbelievable sight: a hand, raised feebly from amid the wreckage, waving for help. Around this time Flight Engineer Fukuda called Japan Airlines to seek advice. JA8119 was no stranger to trouble: in fact, it had been involved in an accident before. It is irrelevant whether the union itself has anything to do with the action. The loss of hydraulic pressure to the pitch controls had by now caused the plane to enter a phugoid cycle. [3]:712,128 The pilots also began efforts to establish control using differential engine thrust,[3]:1924 as the aircraft slowly wandered back towards Haneda. [3]:102, The Japanese public's confidence in Japan Air Lines took a dramatic downturn in the wake of the disaster, with passenger numbers on domestic routes dropping by one-third. If these women had survived, then surely others had as well! But trying to stabilize the plane using the engines alone would be a daunting task. [20][3]:32627 The aircraft continued an unrecoverable right-hand descent towards the mountains as the engines were pushed to full power, during which the ground proximity warning system sounded. He passed away on June 28, 2018 at the age of 66 from cancer. In Memory Of - Capt.Masami Takahama - August 12,1985 . Japan Air Lines said that 524 passengers and crew, including 21 non-Japanese, were feared killed when one of its Boeing 747 jets crashed into mountainous terrain north-west of Tokyo. The late afternoon flight was almost fully booked: out of the planes 520 passengers seats, 509 were filled, which in addition to the three pilots and twelve flight attendants brought the total number of people on board to 524. None of the four flight crews in the simulator was able to keep the plane aloft for as long as the 32 minutes achieved by the actual crew. [38], Japanese banker Akihisa Yukawa had an undisclosed second family at the time he died in the crash. Compared to a normal 747, the SR had a stronger fuselage and tougher landing gear designed to withstand a greater number of takeoffs, landings, and pressurization cycles. Indeed, Boeing may have been deemed at fault, but in Japan, it was the airline that took the brunt of the fallout. [3]:16 Hydraulic fluid completely drained away through the rupture. The aircraft, featuring a high-density seating configuration, was carrying 524 people. On the ground, an eavesdropper listening to the air traffic control frequency must have caught wind of the unfolding emergency, because Japanese TV stations began to cut into scheduled programming with news that a 747 was in trouble. [3]:150 Due to the apparent loss of control, the aircraft did not follow Tokyo Control's directions and only turned right far enough to fly a north-westerly course. Today, every search and rescue mission takes this to heart, and a miscalculation of this scale is unlikely to occur again. [18], The pilots set their transponder to broadcast a distress signal. The splice plate would extend both above and below the overlapping area and would be secured by three rows of rivets. [3]:97 The pilots also appeared to be understanding how grave their situation had become, with Captain Takahama exclaiming, "This may be hopeless" at 6:46:33p.m.[3]:317 At 6:47p.m., the pilots recognized that they were beginning to turn towards the mountains. After this, the flight engineer reported that the hydraulic pressure was dropping. All data and information provided on this site is for informational purposes only. The priority of Japanese authorities was to take care of the victims families and recover the bodies, and investigators werent even allowed to visit the site for several days. It actually made it around 12,000 cycles until that August 12 flight. [3] The flight had 15 crew members, including 3 cockpit crew and 12 cabin crew. If there is one lesson to be drawn from this tragic failure, its that a rescue operation should always assume there are survivors until proven otherwise. The name Masami is primarily a female name of Japanese origin that means Become Beautiful. But the bulkhead, like a chain, is only as strong as its weakest link. It may be only that because he was in the right hand seat, he turned that way. It took weeks to work out the conflicts between various agencies, and it would be more than a month before they were able to remove the wreckage from the mountainside for closer examination. Hiroshi Fukuda was the flight engineer. Please don't sabotage your own union's efforts on your behalf. Still hurtling up and down between 20,000 and 22,000 feet, the plane strayed further and further inland, heading away from all major airports. A minute later, apparently seeing the trees rushing up to meet him, he ordered it raised. Masami Takahama, 49, a JAL pilot instructor with more than 12,400 hours. All four survivors were seriously injured. In a steep, spiral turn, flight 123 plunged downward toward the mountain, reaching a descent rate of 18,000 feet per minute and a right bank of 80 degrees. After helping the other flight attendants tend to the passengers, she saw that they were heading into the mountains, so she returned to her seat and fastened her seatbelt. All 15 crew members and 505 of the 509 passengers died in the accident. But landing the plane safely would be next to impossible. The captain briefly ordered maximum engine power to attempt to get the aircraft to climb to avoid the mountains, and engine power was added abruptly at 6:48p.m., before being reduced back to near idle, then at 6:49p.m., it was ordered raised again. The subsequent repair of the bulkhead did not conform to Boeings approved repair methods. With many of the aircraft's, The events of Flight 123 were featured in "Out of Control," a, It is featured in season 1, episode 2, of the TV show, The cockpit voice recording of the incident was incorporated into the script of a 1999 play called, This page was last edited on 13 April 2023, at 18:26. Investigators have established that some force, as yet undetermined, struck the planes 35-foot vertical tail fin, causing it to disintegrate just before the plane reached the Izu coast along Sagami Bay. The elapsed time from the bulkhead explosion to when the plane hit the mountain was estimated at 32 minutes long enough for some passengers to write farewell messages to their families. In order to accommodate the vast number of travelers, Japanese flag carrier Japan Airlines typically ran long-haul aircraft, including the Boeing 747, on very short domestic flights. During the entire period, the SELCAL alarm continued to ring,[3]:32023 to which the pilots did not react. 1985 passenger plane crash in Gunma, Japan, JA8119, the aircraft involved in the accident, seen at, Aviation accidents and incidents in Japan, Japan Air Lines Flight 123 Accident (August 12, 1985) CVR and ATC, Jiji, "JAL hits film's disparaging parallels,", CVR (cockpit voice recorder) audio of the final moments of flight, JAL123 Tokyo control communications records, Japan Air Lines Flight 123 Out of Control. The National Transportation Safety Board recommended that the tail of the 747 be redesigned to withstand a pressure spike caused by failure of the pressurized passenger cabin; and that if the tail were to fail anyway, that this would not cause the loss of all four hydraulic systems. Further measures to exert control, such as lowering the landing gear and flaps, interfered with control by throttle; the aircrew ability to control the aircraft deteriorated. On that day, 520 people lost their lives, and Flight 123 went down in history as the deadliest single-plane accident in aviation history. On the 12th of August 1985, a fully loaded Japan Airlines Boeing 747 suffered a catastrophic failure of the aft pressure bulkhead after takeoff from Tokyo, throwing the passengers and crew alike into a desperate battle for survival. With the aircrafts flight controls disabled, the aircraft became uncontrollable. His girlfriend, Susanne Bayly, was pregnant with their second daughter at the time of the crash; she subsequently returned to London, where Yukawa and she had met, bringing with her their daughters. Heading the investigation was Japans Minister of Transport, who coincidentally had flown into Tokyo that evening on JA8119 just minutes before it took off on its final flight. What has been broken? They concluded that: The aircraft was involved in a tailstrike incident at Osaka International Airport seven years earlier as JAL Flight 115 which damaged the aircrafts rear pressure bulkhead. The incorrect repair reduced the parts resistance to metal fatigue to about 70% compared to the correctly executed repair. Based on the terrain and the C-130 crews report, it was assumed that there could not possibly be any survivors, and in the absence of such urgency, local authorities preferred to organize the search themselves. He was a veteran pilot, having logged approximately 12,400 total flight hours roughly 4,850 of which were accumulated flying 747s. Masami Kubota, Japanese former gymnast who competed in the 1956 Summer Olympics. Transcripts released by Japans Transport Ministry, which apparently are not complete, show the Air Control Center immediately told JL123 to maintain magnetic heading 90 degrees, meaning directly east. The Flight Engineer was Hiroshi Fukuda, 46 from Kyoto, Japan. Pieces of tail section were recovered in the bay. Some of the fatalities survived the initial impact but died of their injuries hours later while awaiting rescue. Banking 50 degrees to the right, the 747 dipped behind a descending ridge of Mount Osutaka; this was the last anyone saw of the plane. Well done crew. Confused as to why flight 123 was not turning back toward Haneda, the controller decided to give the crew more options, offering to guide them into Nagoya instead. A spokesman for the recovery team said yesterday they hoped to head within days for the crash site, more than 100 miles off County Kerry. When the faulty repair eventually failed, it resulted in a rapid decompression that ripped off a large portion of the tail and caused the loss of all on-board hydraulic systems, disabling the aircraft's flight controls. The plane had gone down in a remote and rugged area inaccessible by road and out of the direct line of sight of potential witnesses in nearby villages, and no one knew exactly where to find its final resting place. But studies have shown that inspectors will visually detect as few as one in ten such cracks. Japan Land, Infrastructure, Transport, and Tourism Minister Seiji Maehara visited the site on August 12, 2010, to remember the victims. The 747 had four independent hydraulic systems, but all of them broadly ran through the tail, because thats where most of the flight controls are located. A Japan Airlines maintenance manager committed suicide soon after the crash to apologize for the disaster (some incredulous relatives suggested that maybe a Boeing manager should apologize the same way). Thirty-six years later, some lingering questions remain about one of aviations most heartbreaking tragedies. In contrast, no serious fatigue of the bulkhead skin itself had ever been observed, and it was therefore not afforded any special attention during structural inspections. The aircraft was lower on the left side and appeared to be on the verge of falling. The hydraulic system was quickly depleted, leaving the crew unable to move any flight control surfaces. The resulting travel rush is both a yearly windfall and a hassle for Japans domestic airlines, which need to transport a significant portion of Japans population over a period of just three days. Using differential thrust, the pilots finally managed to initiate a right turn toward Haneda, but they couldnt stop turning right once they had started; the 747 made a steep 360-degree descending loop over the town of Otsuki, losing 5,000 feet in the process. The voice and digital flight recorder units from the Indian airliner's 'Black box' were located last month. The Boeing technicians fixing the aircraft used two separate splice plates, one with two rows of rivets and one with only one row when the procedure called for one continuous splice plate (essentially a patch or doubler plate) with three rows of rivets to reinforce the damaged bulkhead.

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