Cavalese cable car disaster (1998) The Cavalese cable car disaster of 1998 occurred
on February 3, 1998, near the Italian town of Cavalese, a ski resort in the Dolomites
some 40 km northeast of Trento. Twenty people died when a United States Marine Corps EA-6B
Prowler aircraft cut a cable supporting a gondola of an aerial tramway.
The pilot, Captain Richard J. Ashby, and his navigator, Captain Joseph Schweitzer, were
put on trial in the United States and were found not guilty of involuntary manslaughter
and negligent homicide. Later they were found guilty of obstruction of justice and conduct
unbecoming an officer and a gentleman for having destroyed a videotape recorded from
the plane and were dismissed from the Marine Corps. The disaster, and the subsequent acquittal
of the pilots, strained relations between the United States and Italy.
Details of the accident On 3 February 1998, an EA-6B Prowler, BuNo
163045, 'CY-02', callsign Easy 01, an electronic warfare aircraft belonging to Marine Tactical
Electronic Warfare Squadron 2 (VMAQ-2) of the United States Marine Corps, was on a low
altitude training mission. At 14:13 local time it struck the cables supporting the aerial
tramway-style cable car from Cavalese. The aircraft was flying at a speed of 540 miles
per hour (870 km/h) and at an altitude of between 260 and 330 feet (80 and 100 m).
When reaching approximately 46°17′01″N 11°28′02″E﻿ / ﻿46.283733°N 11.467237°E﻿
/ 46.283733; 11.467237Coordinates: 46°17′01″N 11°28′02″E﻿ / ﻿46.283733°N 11.467237°E﻿
/ 46.283733; 11.467237, the aircraft's right wing struck the cables supporting the cable
car. The cable was severed and 20 people in the cabin descending from Cermis plunged over
80 metres (260 ft) to their deaths. The plane had wing and tail damage but was able to return
to its base, Aviano Air Base. Victims
Those killed, 19 passengers and one operator, were all Europeans: eight Germans, five Belgians,
three Italians, two Poles, one Austrian and one Dutch.
Reactions President Bill Clinton offered an official
apology and promised monetary compensation. The then-United States Ambassador to Italy,
Thomas M. Foglietta, visited the accident site and knelt in prayer, offering apologies
on behalf of the United States. In Italy, where the event received the name
of Strage del Cermis (Italian: "The massacre of Cermis"), the low-level flight was strongly
criticized and some politicians called for a re-evaluation of rules or a complete ban
of such exercises. First trial
Italian prosecutors wanted the four Marines to stand trial in Italy, but an Italian court
recognized that North Atlantic Treaty Organization (NATO) treaties gave jurisdiction to U.S.
military courts. Initially, all four men on the plane were
charged, but only the pilot, Captain Richard J. Ashby, and his navigator, Captain Joseph
Schweitzer, actually faced trial, charged with 20 counts of involuntary manslaughter
and negligent homicide. Ashby's trial took place at Marine Corps Base Camp Lejeune, North
Carolina. It was determined that the maps on board did not show the cables and that
the EA-6B was flying somewhat faster and considerably lower than allowed by military regulations.
The restrictions in effect at the time required a minimum flying height of 2,000 feet (610 m);
the pilot said he thought they were at 1,000 feet (305 m). The cable was cut at a height
of 360 feet (110 m). The pilot further claimed that the height-measuring equipment on his
plane had been malfunctioning, and that he had been unaware of the speed restrictions.
In March 1999, the jury acquitted Ashby, outraging the European public. The manslaughter charges
against Schweitzer were then dropped. Second trial and re-examination
The two men were court-martialed a second time for obstruction of justice and conduct
unbecoming an officer and a gentleman, because they had destroyed a videotape recorded from
the plane on the day of the accident. The existence and destruction of this videotape
only came to the attention of military investigators in August 1998, once Capt Chandler P. Seagraves
received testimonial immunity and elected to disclose "the truth about everything."
They were found guilty in May 1999; both were dismissed from the service and the pilot received
a six-month prison term. He was released after four and a half months for good behavior.
Schweitzer made a plea agreement that came to full light after the military jury deliberated
upon sentencing. His agreement prevented him from serving any prison time, but it did not
prevent him from receiving a dismissal. In their appeal, Ashby and Schweitzer asked
for a re-examination of their trial and for clemency, challenging their dismissals in
order to be eligible for military benefits. They claimed that during the first trial the
prosecutor and the defense secretly agreed to drop the involuntary manslaughter and negligent
homicide charges, but to keep the obstruction of justice charge, in order to satisfy the
requests coming from Italy. The appeal of Schweitzer was denied in November 2007.
Decisions from the Court of Appeals for the Armed Forces were made available in August
2009. U.S. official report
In a formal investigation report redacted on March 10, 1998, and signed by General Peter
Pace, the U.S. Marine Corps agreed with the results of the Italian officers. The investigation
was led by General Michael DeLong, along with Italian Colonels Orfeo Durigon and Fermo Missarino.
The document was kept secret until the Italian newspaper La Stampa legally obtained a copy
from the United States archives and published it on July 13, 2011.
The Marine aircrew was determined to be flying too low and too fast, putting themselves and
others at risk. The investigation team suggested that disciplinary measures against the flight
crew and commanding officers should be taken, that the United States had to bear the full
blame for what happened, and that victims' relatives were entitled to receive a monetary
settlement. The commission found that the squadron was
deployed at Aviano on August 27, 1997, before the publishing of new directives by the Italian
government forbidding flight below 2,000 feet (610 m) in Trentino Alto Adige. All the squadron's
pilots received a copy of the directive. The letter was later found, unopened, in the cockpit
of the EA-6B along with maps marking the cable car ropes.
In the report, the pilots are said to be usually well-behaved and sane, without any previous
case of drug abuse or psychological stress. Nevertheless, on January 24, they had received
a formal warning for flying too low after a training take-off.
On February 2, Schweitzer planned the flight route for a low altitude training mission
using obsolete documents. It was proved that the squadron commander, Lieutenant Colonel
Muegge, and his assistants, Captains Roys, Recce, Watton, and Caramanian, did not alert
the navigator about the new flight altitude limitations, maybe because the proposed flight
had a lower ceiling of 1,000 feet (300 m), enough to be safe with any cable in the area.
The report included an interview with the commander of 31st Fighter Wing, who stated
that Muegge confessed to him that he and his crew except Ashby were aware of the current
flight limitations. After approving the report, Pace suggested disciplinary measures be taken
against the commanders, too. On the morning of the disaster, the plane
underwent maintenance due to a fault in the "G meter", which measures g-forces, and was
replaced. The radar altimeter was checked and reported in normal condition. After the
disaster, Ashby reported the radar altimeter did not alert, but this is disputed and highly
unlikely. At the time of the disaster, the radar altimeter was set at 800 feet (240 m),
but the plane was flying at less than 400 feet (120 m).
Ashby was qualified for low-altitude flight, but his last training mission of that kind
was flown over six months before, on July 3. The report includes flight tracing from
a nearby AWACS airplane. The document reports a camcorder aboard the flight, but it was
blank after Schweitzer had taken the original cassette and burned it afterwards.
Compensation By February 1999, the victims' families had
received USD $65,000 per victim as immediate help by the Italian government, which was
reimbursed by the U.S. government. In May 1999, the U.S. Congress rejected a bill that
would have set up a $40 million compensation fund for the victims. In December 1999, the
Italian legislature approved a monetary compensation plan for the families ($1.9 million per victim).
NATO treaties obliged the U.S. government to pay 75% of this compensation, which it
did. In popular culture
On 9 January 2002, Bolzano's Teatro Studio presented a dramatic play called Ciò che
non si può dire - Il Racconto del Cermis ("Cermis Tale - What Cannot Be Told"), written
by Italian novelist Pino Loperfido, author of the namesake book published in 2001 by
Curcu & Genovese. On 3 October 2011, National Geographic Channel
aired the episode of Seconds From Disaster "Cable Car Collision" exploring the chain
of events that had led up to the disaster. The episode 'Commendatori' (Season 2) of the
Sopranos has a scene where the character Paulie tells a passer-by that he is from America,
and the Italian man asks Paulie if he is from NATO and asks if his planes cut their ski
lift cable. This is a reference to the Cavalese cable car disaster. The passer-by was an actual
local, not an actor.