{"id":16691307,"date":"2026-08-26T11:05:00","date_gmt":"2026-08-26T09:05:00","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/?p=16691307"},"modified":"2026-08-26T14:32:37","modified_gmt":"2026-08-26T12:32:37","slug":"libyan-arab-airlines-flight-114-sinai-shootdown-1973","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/it\/libyan-arab-airlines-flight-114-sinai-shootdown-1973\/","title":{"rendered":"Libyan Arab Airlines Flight 114: The Airliner Shot Down Over Sinai"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n<p>At two minutes past noon on 21 February 1973, the co-pilot of a Libyan Boeing 727 told air traffic control in Cairo that he was ten miles out and ready to descend. He was a hundred and five miles away, in the wrong country, with two Israeli Phantoms closing on his tail.<\/p>\r\n\r\n<p>Nine minutes later the aircraft was burning in the Sinai sand. A hundred and eight people were dead. Five walked away.<\/p>\r\n\r\n<p>What makes Flight 114 so difficult, half a century on, is that the investigation found no villain and no single failure. It found a chain of small, ordinary, individually survivable errors, and a decision taken by a man who suspected he was making a mistake while he made it.<\/p>\r\n\r\n\r\n<div style=\"background:#f5f5f5;padding:20px 24px;margin:24px 0\"><p style=\"margin:0 0 10px;font-weight:700;font-size:17px\">Informazioni rapide<\/p><ul style=\"margin:0;padding-left:20px;font-size:15px;line-height:1.6\"><li style=\"margin:4px 0\"><strong>Data:<\/strong> 21 February 1973<\/li><li style=\"margin:4px 0\"><strong>Aeromobili:<\/strong> Boeing 727-224, registration 5A-DAH, Libyan Arab Airlines<\/li><li style=\"margin:4px 0\"><strong>Itinerario:<\/strong> Tripoli &ndash; Benghazi &ndash; Cairo, as flight LN 114<\/li><li style=\"margin:4px 0\"><strong>A bordo:<\/strong> 113 &mdash; 104 passengers, 6 cabin crew, 3 flight crew<\/li><li style=\"margin:4px 0\"><strong>Ucciso:<\/strong> 108<\/li><li style=\"margin:4px 0\"><strong>Sopravvissuti:<\/strong> 5 &mdash; four passengers and the co-pilot<\/li><li style=\"margin:4px 0\"><strong>Intercettato da:<\/strong> Two Israeli Air Force F-4E Phantoms, 201 Squadron<\/li><li style=\"margin:4px 0\"><strong>Crash site:<\/strong> Sinai, roughly 20 km east of the Suez Canal<\/li><\/ul><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">A crew that could not talk to each other<\/h2>\r\n\r\n<p>The cockpit crew joined at Benghazi. Captain Jacques Bourges was French, 41, with 11,926 flying hours &mdash; but only 550 of them on the 727. The flight engineer, R. Nandin, was French too. The co-pilot, Ayad Nebai Younis, was Libyan, 33, and had trained with Air France in English.<\/p>\r\n\r\n<p>ICAO recorded the detail flatly: he &ldquo;was not conversant with the French language&rdquo;. Two Frenchmen and a Libyan in a cockpit that would shortly need to make a fast collective decision, without a fully shared language.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">Everything that went wrong was small<\/h2>\r\n\r\n<p>The investigators found no equipment failure. What they found instead was an accumulation.<\/p>\r\n\r\n<p>The winds were catastrophically under-forecast. The crew were briefed to expect 50 knots on descent through 18,000 feet; the actual wind was 115. A jetstream core running from north-east Libya toward Lebanon was carrying winds over 200 knots. ICAO concluded the forecast failed to meet the standards set out in its own procedures, particularly for the descent.<\/p>\r\n\r\n<p>Nobody gave the crew a verbal weather briefing. The paperwork was handed over by a messenger. The Benghazi office was equipped to brief them properly; no one asked.<\/p>\r\n\r\n<p>They then navigated using radio beacons far beyond their usable range &mdash; one at 94 miles against a 30-mile design range, another at 105 miles against 20. And the Libyan 727s used a single combined compass display where the Air France aircraft the captain had trained on used two separate ones.<\/p>\r\n\r\n<p>Below them, a dust haze cut slant visibility to five or ten miles. There was ground in sight, but not enough of it to tell one stretch of desert from another.<\/p>\r\n\r\n<p>By 11:52 GMT the crew believed they were near Lake Qarun, south-west of Cairo. They were 94 nautical miles east-south-east of it, heading for the Gulf of Suez. At 11:57 they crossed into the Sinai &mdash; occupied by Israel since 1967 &mdash; and flew on toward Bir Gifgafa, a front-line Israeli air base.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img data-opt-id=998715475  fetchpriority=\"high\" decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:f5yx.cf8b\/w:auto\/h:auto\/q:mauto\/ig:avif\/https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/sinai-desert-sand-dunes.jpg\" alt=\"Sand dunes in the Sinai desert\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Sinai. In February 1973 it was Israeli-occupied territory, and the airspace over its forward air bases was closed to civil traffic. Photo: Mmelouk \/ CC BY-SA 4.0<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The interception<\/h2>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img data-opt-id=241681376  fetchpriority=\"high\" decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:4rtQ.cf8a\/w:auto\/h:auto\/q:mauto\/ig:avif\/https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/08\/israeli-air-force-f-4e-kurnass-phantom.jpg\" alt=\"Israeli Air Force F-4E Kurnass Phantom\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">An Israeli Air Force F-4E Kurnass. Two Phantoms of 201 Squadron were scrambled from Refidim to intercept the 727. This preserved airframe wears later Kurnass 2000 upgrade standard. Photo: Erezs (Erezms) \/ CC BY-SA 4.0<\/figcaption><\/figure>\r\n\r\n\r\n<p>Israeli radar picked up the unidentified aircraft at 11:54 and scrambled two F-4E Phantoms of 201 Squadron from Refidim. Leading the pair was the squadron commander, Lieutenant Colonel Yiftah Zemer, who had helped write the Israeli Air Force&rsquo;s interception order himself about six months earlier.<\/p>\r\n\r\n<p>By 12:03 the Phantoms had closed to under two miles and read the titles on the fuselage: Libyan Arab Airlines. At almost exactly the same moment, inside the 727, the co-pilot told his captain there were &ldquo;four MIGs&rdquo; behind them. The crew believed they were over Egypt, being escorted by Egyptian fighters.<\/p>\r\n\r\n<p>Zemer flew up the starboard side to about twelve metres from the co-pilot&rsquo;s window, lowered his landing gear, rocked his wings and signalled downward toward the airfield. He made a shallow &ldquo;follow me&rdquo; turn. He tried it three times. Then he fired tracer across the airliner&rsquo;s flight path.<\/p>\r\n\r\n<p>The 727 turned west, toward Cairo, and began to slow. Whether that was compliance, or a crew who had simply realised they were lost and were heading for where they thought home was, is the question nobody has ever settled.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #1565c0;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;The statement of the Section Leader of the Israeli intercepting aircraft is to the effect that he complied with the AIP Israel Procedures and signals for interception. Then, as no compliance with the signals was evident he fired a burst of gunfire (with tracers) across the flight path of 5A-DAH: this was observed by the flight crew of 5A-DAH.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>ICAO fact-finding report C-WP\/5764<\/strong> &mdash; Section 19, &ldquo;Interception Procedures&rdquo;, presented to the ICAO Council, 1973<\/div><\/div><\/div>\r\n\r\n\r\n<p>The same report contains a finding that has never received the attention it deserves. The internationally agreed interception signals were published in the aeronautical information publications of Israel and of Egypt, and in the Air France crew manual. They were <em>non<\/em> published in the aeronautical information publication of Libya.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/OgUM-eW1AlI\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div><p style=\"font-size:13px;color:#777;text-align:center;margin:-14px 0 24px;font-style:italic\">A reconstruction of the flight and interception, synchronised to the cockpit voice recording.<\/p>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Who gave the order<\/h2>\r\n\r\n<p>The instruction to open fire did not originate with the pilot who carried it out. It came down from the Israeli Air Force command centre through a control unit, and Zemer refused it at least twice. On the second refusal the controller invoked a code word signifying the Air Force commander, Major General Mordechai Hod. Hod had telephoned the Chief of Staff, Lieutenant General David Elazar, and obtained his approval.<\/p>\r\n\r\n<p>Elazar had been awake much of the night. In the small hours of that same day, Israeli forces had raided Palestinian refugee camps at Nahr al-Bared and Beddawi in northern Lebanon. The Israeli command was braced for retaliation, five months after the Munich massacre, and the standing fear was an aircraft aimed at Umm Hashiba or the nuclear centre at Dimona.<\/p>\r\n\r\n<p>Zemer fired three short bursts of 20 mm cannon into the starboard wing root at 5,000 feet, aiming aft, hoping to force a landing on the dunes. The wing caught fire. The fire reached the cabin. At 12:11:25 the aircraft&rsquo;s clock stopped.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;I shoot because I&rsquo;m a man of the system and I follow orders, even if I don&rsquo;t like them. I do whatever the Air Force commander tells me.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Lt Col Yiftah Zemer<\/strong> &mdash; Commander of 201 Squadron and the pilot who fired, speaking publicly for the first time in 2023<\/div><\/div><\/div>\r\n\r\n\r\n<p>Of what he was thinking as he watched the airliner wander, Zemer said: &ldquo;Guys, what do you want from him? He&rsquo;s lost. That&rsquo;s what I&rsquo;m thinking in my heart. I&rsquo;m not shouting that out.&rdquo; Of the field hospital afterwards, and the co-pilot he tried to speak to there: &ldquo;It&rsquo;s been haunting me for 50 years.&rdquo;<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/uSVEqhQExHQ\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div><p style=\"font-size:13px;color:#777;text-align:center;margin:-14px 0 24px;font-style:italic\">Archive footage of the crash site in the Sinai, February 1973.<\/p>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The aftermath, and the word Israel would not use<\/h2>\r\n\r\n<p>On 25 February the Israeli cabinet agreed to pay money to the victims&rsquo; families. The communiqu&eacute; deliberately avoided the word &ldquo;compensation&rdquo;, which would have implied restitution for a wrong. The payments were made, in the government&rsquo;s phrasing, &ldquo;in deference to humanitarian considerations&rdquo;. The cabinet rejected calls for a commission of inquiry, saying it was satisfied with the army&rsquo;s internal investigation.<\/p>\r\n\r\n<p>ICAO convened an extraordinary session of its Assembly, passed a resolution condemning the action, and sent a five-man technical team to Tripoli, Benghazi, Cairo and Tel Aviv. On 5 June 1973 the ICAO Council voted to censure Israel; the United States and Nicaragua abstained.<\/p>\r\n\r\n<p>Among the dead were a former Libyan foreign minister, Salah Busir, and the Egyptian television presenter Salwa Hegazy.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">What actually changed &mdash; and when<\/h2>\r\n\r\n<p>The honest answer is: not much, and not then. Delegates in 1973 called for the interception rules to be tightened. States did not take it up.<\/p>\r\n\r\n<p>The change came eleven years later, and it took a different disaster to force it. After a Soviet interceptor shot down Korean Air Lines 007 in September 1983, ICAO adopted Article 3 bis of the Chicago Convention by consensus in May 1984. It obliges states to refrain from using weapons against civil aircraft in flight &mdash; while carefully preserving their right to require such an aircraft to land, and obliging the aircraft to comply.<\/p>\r\n\r\n<p>Article 3 bis did not enter into force until 1 October 1998. Twenty-five years after the Sinai.<\/p>\r\n\r\n<p>There is a reading of the drafting history in which Article 3 bis merely restated what customary international law already required &mdash; which, if true, means the rule Israel broke in 1973 already existed, and simply had nobody to enforce it. That was precisely ICAO&rsquo;s position at the time.<\/p>\r\n\r\n<p>The lasting lesson of Flight 114 is not about law, though. It is that a fully serviceable airliner, flown by an experienced crew, went a hundred miles off course because the wind forecast was wrong, nobody gave them a briefing, their radios were reaching for beacons too far away, and the desert underneath all looked the same. Everything after that followed.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/QQ8hy_P238k\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div><p style=\"font-size:13px;color:#777;text-align:center;margin:-14px 0 24px;font-style:italic\">The cockpit voice recording from Flight 114. Distressing listening, and the clearest evidence of what the crew believed was happening to them.<\/p>\r\n\r\n\r\n\r\n<p style=\"font-size:13px;color:#777;font-style:italic;margin:24px 0 0\">Sources: ICAO Council working paper C-WP\/5764 (1973), Aviation Safety Network, Ynetnews (2023), Jewish Telegraphic Agency archive (1973), ICAO Administrative Package for Article 3 bis, Gero <em>Aviation Disasters<\/em><\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Post correlati<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/it\/tenerife-airport-disaster-1977\/\">Tenerife, 1977: The Two Minutes That Changed Aviation Forever<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/it\/habsheim-air-france-296-a320-airshow-crash-1988\/\">Habsheim: Il primo incidente con un sistema fly-by-wire<\/a><\/p><\/div>","protected":false},"excerpt":{"rendered":"<p>In February 1973 a Libyan 727 wandered 100 miles off course into occupied Sinai and was shot down by Israeli Phantoms. 108 died. The investigation found no villain &mdash; only a chain of small errors.<\/p>","protected":false},"author":24,"featured_media":16690348,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[666,664],"tags":[],"class_list":["post-16691307","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-history-and-legends","category-military-aviation"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.3 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Libyan Arab Airlines Flight 114 Shot Down, 1973 | MiGFlug<\/title>\n<meta name=\"description\" content=\"A Libyan 727 strayed 100 miles into occupied Sinai and was shot down by Israeli Phantoms. 108 died. 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