Bandung-Husein Sastranegara

On 25 December 2016, an ATR 72-600 aircraft registered PK-WGW was being operated by PT. Wings Abadi Airlines (Wings Air) as a scheduled passenger flight from Husein Sastranegara International Airport (WICC), Bandung to Ahmad Yani International Airport (WAHS), Semarang with flight number WON 1896. On board the aircraft were two pilots, two flight attendants and 68 passengers. There was no report or record of aircraft system malfunction prior to the departure. The aircraft departed from Bandung at 1734 LT (1034 UTC). The Pilot in Command (PIC) acted as Pilot Flying (PF) and the Second in Command (SIC) acted as Pilot Monitoring (PM). The flight from departure until commenced for landing approach was uneventful. At 1112 UTC, at night condition, the air traffic controller of Semarang Approach unit (approach controller) informed to all traffic that the rain was falling over the airport and the pilot confirmed whether the rain was heavy and was replied that it was slight rain. At 1115 UTC, the flight held over waypoint KENDA for separation with another aircraft and maintained altitude of 4,000 feet. Two minutes later, the flight was approved to descend to altitude of 3,000 feet. At 1118 UTC, the approach controller issued clearance for RNAV approach to runway 13 and advised the pilot to report when leaving waypoint KENDA. One minute later, the pilot reported leaving waypoint KENDA and the approach controller instructed to continue approach and to contact to the air traffic controller of Semarang Tower unit (tower controller). At 1120 UTC, the pilot advised to the tower controller that the aircraft was on final and the runway was in sight. The tower controller instructed to continue the landing approach and advised that the surface wind direction was 190° with velocity of 15 knots, altimeter setting 1,008 mbs and the runway was wet. At 1121 UTC, the tower controller had visual contact to the aircraft and issued landing clearance, the pilot read back the clearance and requested to reduce the approach light intensity. The tower controller reduced the light intensity and confirmed whether the intensity was appropriate then the pilot affirmed. At 1124 UTC, the aircraft touched down and bounced. After the third bounce, the pilot attempted to go around and the aircraft touched the runway. The tower controller noticed that the red light on the right wing was lower than the green light on the left wing. The aircraft moved to the right from the runway centerline and stopped near taxiway D. The tower controller realized that the aircraft was not in normal condition and pressed the crass bell then informed the Airport Rescue and Fire Fighting (ARFF) personnel by phone that there was aircraft accident near the taxiway D. At 1126 UTC, the pilot advised the tower controller that the aircraft stopped on the runway and requested assistance. The tower controller acknowledged the message and advised the pilot to wait for the assistance. While waiting the assistance, the pilot kept the engines run to provide lighting in the cabin. At 1129 UTC, the tower controller advised the pilot to shut down the engines since the ARFF personnel had arrived near the aircraft to assist the evacuation. Passenger evacuation completed at approximately 10 minutes after the aircraft stopped.

On 13 April 2013, a Boeing 737-800 aircraft, registered PK-LKS, was being operated by PT. Lion Mentari Airlines (Lion Air) on a scheduled passenger flight as LNI 904. The aircraft departed from Husein Sastranegara International Airport (WICC) Bandung at 0545 UTC to Ngurah Rai International Airport (WADD), Bali, Indonesia. The flight was the last sector of four legs scheduled for the crew on that day which were Palu (WAML) - Balikpapan (WALL) - Banjarmasin (WAOO) - Bandung (WICC) - Bali (WADD). The aircraft flew at FL 390, while the Second in Command (SIC) was the Pilot Flying (PF) and the Pilot in Command (PIC) was the Pilot Monitoring (PM). There were 2 pilots, 5 flight attendants and 101 passengers comprising 95 adults, 5 children and 1 infant making a total of 108 persons on board. The flight from the departure until start of the approach into Bali was uneventful. At 0648 UTC, the pilot made first communications with the Bali Approach controller (Bali Director) when the aircraft was located 80 Nm from BLI VOR. The pilot received clearance to proceed direct to the TALOT IFR waypoint and descend to 17,000 feet. At 0652 UTC, the Bali Director issued a further clearance for the pilot direct to KUTA point and descent to 8,000 feet. At 0659 UTC, the aircraft was vectored for a VOR DME approach for runway 09 and descent to 3,000 feet. At 0703 UTC, while the aircraft was over KUTA point, the Bali Director transferred communications with the aircraft to Bali Control Tower (Ngurah Tower). At 0704 UTC, the pilot contacted Ngurah Tower controller and advised that the aircraft was leaving KUTA point. The Ngurah Tower controller instructed the pilot to continue the approach and to reduce the aircraft speed to provide sufficient separation distance with another aircraft. At 0707 UTC, the Ngurah Tower issued take-off clearance for a departing aircraft on runway 09. At 0708 UTC, with LKS at approximately 1,600 feet AGL, the Ngurah Tower controller saw the aircraft on final approach and gave a landing clearance with additional information that the wind was from 120° at 05 knots. At 0708:47 UTC, the aircraft Enhance Ground Proximity Warning System (EGPWS) aural alert called “ONE THOUSAND”, the SIC said one thousand, stabilized, continue, prepare for go-around missed approach three thousand. The FDR showed that the pilot flown using LNAV (Lateral Navigation) and VNAV (Vertical Navigation) during the approach until disengagement of the Auto Pilot. The sequence of events during the final approach is based on the recorded CVR and FDR data, and information from crew interviews as follows: At 0708:56 UTC, while the aircraft altitude was approximately 900 feet AGL, the SIC commented that the runway was not in sight, whereas the PIC commented “OK. Approach light in sight, continue”. At 0709:33 UTC, after the EGPWS aural alert “MINIMUM” sounded at an aircraft altitude of approximately 550 feet AGL, the SIC disengaged the autopilot and the auto-throttle and then continued the approach. At 0709:43 UTC, the EGPWS called “THREE HUNDRED”. At 0709:47 UTC, the CVR recorded a sound similar to rain hitting the windshield. At 0709:49 UTC, the EGPWS called “TWO HUNDRED”. At 0709:53 UTC, while the aircraft altitude was approximately 150 feet AGL, the PIC took over control of the aircraft. The SIC handed control to the PIC and stated that he could not see the runway. At 0710:01 UTC, after the EGPWS called “TWENTY”, the PIC commanded for go-around. At 0710:02 UTC, the aircraft impacted the water, short of the runway. The aircraft stopped facing to the north at about 20 meters from the shore or approximately 300 meters south-west of the beginning of runway 09. Between 0724 UTC to 0745 UTC, three other aircraft took-off and six aircraft landed using runway 09. At 0750 UTC, the airport was closed until 0850 UTC. At 0755 UTC, all occupants were completely evacuated, the injured passengers were taken to the nearest hospitals and uninjured occupants to the airport crisis centre.

The aircraft was performing a paratroopers/skydiving mission in the region of Bandung, taking part to a military program with members of the Special Forces on board. While approaching runway 29 with 20 knots crosswind, the aircraft went out of control and crashed onto a hangar, bursting into flames. All 24 occupants were killed, among them 17 paratroopers, one instructor and 6 crew members.

The aircraft departed Bandung-Husein Sastranegara Airport on a regular schedule flight to Jakarta, carrying 45 passengers and 5 crew members. Shortly after takeoff, the captain informed ATC that the left engine lost power and elected to diver to the Bandung-Sulaiman AFB for an emergency landing. On final approach to runway 13, the crew was unable to maintain a safe altitude when the aircraft struck roofs and crashed. Twenty occupants were rescued while 28 others were killed, including all five crew members. All occupants were Indonesian citizens except for one passenger from Singapore.

The crew initiated the descent to Bandung-Husein Sastranegara Airport and encountered poor weather conditions with heavy rain falls. Too low, the aircraft struck the slope of Mt Puntang located about 25 km south of Bandung Airport. The aircraft disintegrated on impact and all 31 occupants were killed.

The four engine aircraft was returning to Bandung, carrying 122 airmen who had just took part to the annual Armed Forces Day ceremony at Jakarta-Halim Perdanakusuma Airport. One minute after takeoff, while in initial climb, the crew declared an emergency and reported engine problems. After being cleared to return for an emergency landing, the crew lost control of the airplane that stalled and crashed on a building housing the Department of Labour. A passenger survived while 133 other occupants were killed as well as two security guards working in the building.

An instructor and one female student pilot departed Bandung on a local training flight. En route, the airplane collided with high tension wires and crashed in Lembang, about 10 km northeast of the airfield. The instructor H. C. Keim was slightly injured while the student pilot, Mrs. Van Lierop, was killed.

The pilot departed Bandung on a solo training flight. The engine failed in flight and the pilot bailed out and abandoned the aircraft that dove into the ground and crashed in a ravine. The airplane was destroyed and the pilot Lt Van Velthoven was uninjured.