Every New Year’s day, the victims of the tragedy that occurred off the coast of Bandra on this day in 1978 are in my thoughts. What had come to be known colloquially as the “Bandstand Air Crash” has pretty much been forgotten and erased from our collective memory over time. A deep sense of regret remains that both, the tragedy itself, and the 213 people who perished in the waters of the coast of Bandra on the night of Jan 1st 1978 when the Air India Boeing 747 “Emperor Ashoka”, operating flight AI855 to Dubai, plunged into the waters of the Arabian Sea, have not been honored with a memorial or even a simple plaque. This is something that could have easily been done, given the plethora of appreciation plaques to every politician and their lot, that the Bandstand promenade on BJ Road is peppered with.
Over the years, I have had the good fortune to have been able to speak to people closely linked to the tragedy. The mother of Ayesha Madar, one of the Air India flight attendants who sadly perished in the crash, had a very emotional conversation with me, and expressed her desire to see a memorial built; as did the son and grandson of both the pilots, Capt. Kukar and Capt. Virmani. But one of the more interesting interactions that I have had, was with people who were very closely & deeply linked to the immediate aftermath of the air crash off Bandra.
A few years ago, I was contacted by Owen Shannon, a former helicopter pilot for a Canadian firm called “Okanagan Helicopters” that had been contracted to service the Bombay High Oil Fields and other projects in the later 1970s & early 1980s. I had heard about Okanagan Helicopters, and that they were based out of Juhu Aerodrome, but was interested to learn their connection to the crash of the “Emperor Ashoka”.
Owen Shannon introduced me to Jack Jaworski, who in turn told me that he and his co-pilot, First Officer Kelly Hague, were the first responders, and the ones who located the wreckage of the “Emperor Ashoka”, in the dark waters off Bandra, on that fateful night. This was truly a revelation, as nowhere in my research had I heard about the efforts of these Canadian helicopter pilots, in locating the wreckage. His story was so fantastic, that it provides a whole new chapter in this piece of local Bandra history, as well as Indian aviation history. I got permission from Jack Jaworski to tell his story, which would do justice to the entire episode. And so in his own words (with inputs from Kelly Hague), is Jack Jaworski’s account of the events of the fateful night:
“I’m Jack Jaworski the pilot along with First Officer Kelly Hague being the ones who located AI 855. On board also as spotter someone you might be familiar with Mr. Joe Kazarek, owner of the one and only Beech Craft Dealership in India at the time located on the north side of Juhu runway. It would have been more difficult to locate the debris field without the help and radar guidance from Santa Cruz Departure Control. They did a great job vectoring us mimicking the departure track of AI 855 which narrowed down the otherwise vast search area. Perhaps in us speaking about this now will bring light and rekindle the interest in erecting a long overdue monument honoring those who were lost.
The helicopter we flew the night of AI 855 was a Bell-212 from the Juhu base. At approximately 9:15 PM on Jan 1, 1978 I was in the lobby of the Holiday Inn when paged to answer a call on one of the house phones. The call was from Air India’s Mr. Tata describing the plight of AI 855 gone missing shortly after takeoff, he asked if I would be able to launch a helicopter to try and find the plane. I said I would as quickly as possible. I never met Mr. Tata but we indirectly knew each other via agreements made to have our aircraft batteries deep cycled at Air India’s facility rather than the lengthy process of shipping them to Canada. We also had an agreement to buy seat upholstery material made of far the superior Indian wool to reupholster one of our Sikorsky S61’s (helicopter).
Having assembled the crew we drove out to Juhu Helibase discussing the plan of action, items needed to be located and quickly put on board. These included extra Life Rafts and Life Jackets in case they needed to be drop deployed offshore, none of our aircraft were Hoist equipped nor contracted to be. Just prior to startup Mr. Joe Kazarek from the Beech Dealership showed up with a hand held bullhorn loud speaker volunteering to come along and assist. Already on board the Bell 212 CF-TCQ were 2 company Engineers (sorry don’t remember the names) along with the full floor of loaded equipment. I decided Mr. Kazarek could be an asset having the bull horn, able to speak Hindi perhaps directing survivors toward dropped Life Rafts / Jackets.
In contact with Santa Cruz Tower departed Juhu Helibase requesting vectors duplicating 855’s flight track. Tower acknowledged frequency change to Departure control where we again requested those vectors. With other traffic on the frequency Departure assigned another frequency less congested.
While flying the vectors being provided contacted the Expat Captain of I believe it was the Shenandoah Drilling Rig in Bombay High on the HF Radio. Gave short brief of aircraft down and rough location, requested drift information for floating targets reference existing wind direction/speed and current direction/speed. Within a few minutes received the data from Shenandoah indicating southerly drift at the same time Departure informed we were at the point where 855’s Radar contact was lost. Adjusting for more than the 2 hours having gone by proceeded directly to the northern portion of where float debris might be located rather than the point of impact. Started North to South with the sweeps running East / West using the 2 fully adjustable Search Lights mounted under the helicopter, Problem arose with being at minimum descent 200 feet Radar Altimeter, effective visual contact with water surface not possible due to haze at that height. Height adjusted down to maintaining 60 Radar Altimeter height using IFR / VFR 2 pilot control method while holding airspeed at 25-35 knots. After some 20 minutes the debris area was located, boundaries defined, the information relayed to Departure control with reference to VOR radial / DME distance (short pop up needed for VOR reception).
At this point 2 MIL-8 helicopters of the (Indian) Air Force had departed Juhu proceeding west towards Bombay High, (but I) didn’t hear or see them again for remainder of the night.
The debris field was well searched, a lot of Galley equipment seen, “saree” dress material, other clothing, miscellaneous items, small portions of aircraft parts including portion of an engine cowling. Not at all seen were Life Jackets / Life Rafts and sadly no survivors nor bodies.
About this time Departure control informed us Navy and or Coast Guard Vessels (don’t recall exactly) were en route to our location. I requested a radio frequency to be able to contact them which they provided. No response on that frequency likewise the following 4 that were assigned. After some time we spotted 3 vessels at full speed bearing down from the north with search lights on, seemed to be Cutter types and appeared on a heading that would perhaps pass west of the debris field. Flew out to meet them head on with all lights flashing, turned to parallel the group on their port side then slowly moving forward until just ahead of the group then a small turn left toward the direction of the debris field. All the while attempting contact on all the frequencies Departure control provided, no contact was ever made.
While we circled overhead the debris this group sailed directly under us, thru the western portion of floating debris, never slowing down continuing south toward Goa. Notified Departure control of the same. Never heard or saw the group again.
We continued searching in the hopes of finding some one. With fuel running low knowing there was nothing more we could do so returned to Juhu. Very frustrated, angry and upset, something that still troubles me to this day. Total flight 2.2 hours.
I was able to speak with Kelly over in Regina, Canada via email via the old fashioned telephone. Worthwhile conversation as Kelly did remember 2 points I missed over time.
1) There were some life jackets floating on the water visible via the salt water activated lights attached but no one in them. Normally they’re in a pouch held closed by a snap fastener and stowed under the seats. We did briefly discuss how the jackets were mostly not in pouches and how the lights would be activated to turn on when a blue tag needs to be first removed from bottom of light assembly to allow sea water to activate. We concluded it was due to the severity of the impact.
2) Regarding the 2 x MIL-8’s that took off from Juhu heading west. Kelly reminded we tried to contact them via the Santa Cruz Departure Control frequency assigned to inform the debris area was located and to direct them toward us. That contact didn’t happen so I suppose Santa Cruz was unable to contact them on any frequency.
Lastly I would like to say regardless of how the government chose for their news media to cover this in the following days / years, there are some who knew / know otherwise. On Jan 6 or 7 going on time off I was at Santa Cruz waiting in the Air India economy class line up to get a boarding pass. For the very same flight Bombay-Dubai-London. Walking by was Mr. Joe Kozareck, seeing me he stopped to ask what I was doing which I told him. He said to wait there for a few minutes then walked over the check in counter weigh scales and out a back door. He came back about 10 minutes later with the entire Flight Crew who shook my hand.
Going further on arrival London while disembarking I was met by a lady I knew who worked with good friend Mr. Farid Ahmed who was the Managing Director for Air India’s Centaur Hotel front of the terminal where we stayed before our move to Juhu. Again whisked away, limo / doors / corridors ending up at the First Class Lounge that was normally closed so early in the morning. Meeting me was the Air India’s London Station Manager…Mr. Farid Ahmed who unbeknownst to me was promoted to the position some time earlier. Full buffet section, champagne etc. in place with just the 2 of us for a couple hours until boarding time for connecting flight to the States. All a humbling experience, the kindness and understanding. It’s why I said others knew, as a minimum all the 747 crews, I suppose they were directed to silence regarding news media.
Would be interesting to speak with some of those 747 crews at the time or they’re descendants to give voice and support in building that monument. In India, in Bandra, paid for by Government dedicated to all the victims. That’s exactly what this is all about. For goodness sake, there are 4 monuments in Canada dedicated to those lost with Air India 182. It’s time…
Kindest regards,
Jack Jaworski”
I was humbled by the time and effort taken by Jack Jaworski (and Kelly Hague) to give me his account of these events, 40-plus years after they had happened. It was still fresh in their minds, and it matter to them. It also mattered to Owen Shannon, who initially took the trouble to contact me, after reading an earlier article about the crash that I had written. And so, if this event so close to home still matters so much to three Canadian helicopter pilots, it should matter to us too.
Decades ago my Dad, himself an Air India 747 pilot who flew the “Emperor Ashoka” among other 747s in the fleet, spoke about his deep disappointment at not having seen a fitting memorial built in Bandra, for the Bandstand Air Crash. Other aviators from half a world away, like Jack Jaworski, Kelly Hague & Owen Shannon feel the same way even today. Over the last 8 years, it has been my turn to feel the same disappointment, at not having gotten a response from either the local government, or Air India, or our local politicians, etc., in setting up a simple plaque with 2 lines on it, honoring the dead. I even offered to pay for the plaque, but of course would need the “powers that be” to do their part to make it happen. To that I was met with indifference from every quarter, reflective of the present attitude. This is indeed terribly distressing and disappointing, from the perspective of an aviation and Bandra historian.
In the past year, few private attempts have been made to honor the memory of the air crash. This summer, model airplane company “Inflight200” released a limited quantity of scale models of the “Emperor Ashoka”, dedicated to my Dad. It is a much sought after reminder of the tragedy, for aviation and history enthusiasts alike.
It has been 46 years, but one still hopes that someday attitudes will change, efforts will be met with co-operation, and a tangible marker will be left, before everyone that still remembers this tragedy is dead and gone. As Jack Jaworski says, “It’s time”.
For Jack, Kelly & Owen – The Unsung Heroes of the Bandstand Air Crash.
