Denpasar-I Gusti Ngurah Rai

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.

Prior to departure from Bali to Surabaya, the crew was informed that the left engine's thrust reverser system was out of service. Following an uneventful flight, the crew completed a normal approach to runway 10 then landed according to procedures. After touchdown, the crew activated the thrust reverser when the airplane deviated to the right. The crew elected to counteract but the aircraft veered off runway, lost its undercarriage and came to rest in a grassy area. All 144 occupants evacuated safely while the aircraft was damaged beyond repair.

Following an uneventful flight from Denpasar-Ngurah Rai Airport, the aircraft was approaching Taipei-Taoyuan Airport by night and marginal weather conditions with a limited visibility of 2,400 feet, an RVR of 3,900 feet and 300 feet broken ceiling, 3,000 feet overcast. On final approach to runway 05L in light rain and fog, at the altitude of 1,515 feet, the aircraft was 1,000 feet too high on the glide so the captain decided to initiate a go-around procedure. The automatic pilot system was disconnected but for unknown reasons, the crew failed to correct the pitch up attitude. The aircraft passed the runway threshold at an altitude of 1,475 feet, pitched up go around thrust was applied. The aircraft rapidly pitched up, reaching +35° and climbed through 1,723 feet at an airspeed of 134 knots. The gear had just been raised and the flaps set to 20°. The aircraft continued to climb to 2,751 feet when the speed dropped to 43 knots. At this point, the aircraft stalled, entered an uncontrolled descent (pitched down to 44,65°). The crew was apparently able to regain control when the aircraft rolled to the right at an angle of 20° 2-3 seconds prior to final impact. The aircraft struck the ground 200 feet to the right of the runway 05L centerline and 3,7 km from its threshold and eventually crashed on 12 houses. The aircraft disintegrated on impact and all 196 occupants were killed, among them five US citizens, one Indonesian and one French. On the ground, seven people were killed.

During the takeoff roll at Fukuoka-Itazuke Airport runway 16, at a speed of 158 knots, the captain started the rotation. During initial climb, at a height of about 3 metres, the right engine suffered a loss of power after a fan blade located on the 1st stage of the high pressure compressor disk separated. The N1 dropped to 23,7% and five seconds later, the flight engineer informed the crew about the failure of the engine n°1. The captain decided to abort the takeoff and landed back on runway. The aircraft contacted ground with a vertical acceleration of 2,1 g then thrust reversers were deployed and ground spoilers were extended. Unable to stop within the remaining distance, the aircraft overran, crossed a road, skidded for about 620 metres before coming to rest in an open field, bursting into flames. Three passengers were killed.

On approach to Denpasar-I Gusti Ngurah Rai Airport, Bali, the aircraft was too high on the glide. The captain made an overcorrection, causing the aircraft to approach the runway with a high rate of descent. In a nose-up attitude, the aircraft struck the runway surface with a positive acceleration of 5 g. After landing, the crew completed the deceleration and braking procedure, vacated the runway and rolled to the gate where all occupants disembarked safely. A complete inspection of the aircraft by technicians revealed that it suffered major fuselage damages and was later declared as damaged beyond repair.

After liftoff from Labuan Bajo-Mutiara Airport, while in initial climb, the left engine oversped. The crew elected to make an emergency landing when the aircraft struck rocks then crashed in a ravine. All 17 occupants were injured.

Following several errors during the final approach, the aircraft altitude over the runway 09 threshold was too high. The pilot-in-command decided to continue the landing and the touchdown was completed 1,800 meters past the runway threshold. Unable to stop within the remaining distance, the aircraft overran, lost its undercarriage and came to rest in a mangrove, broken in three. All 75 occupants were evacuated, some of them were injured. The aircraft was destroyed.

The airplane departed Denpasar-Ngurah Rai Airport at 1829LT on a positioning flight to Surabaya, carrying a crew of four. Following a level off at FL165, the crew was cleared to start the descent to Surabaya-Juanda Airport and passed successively FL100 and FL60 when the airplane struck the slope of Mt Bromo (1,890 meters high) located about 33 km southwest of Probolinggo. The aircraft was destroyed upon impact and all four crew members were killed.

Following an uneventful flight from Hong Kong-Kai Tak, the crew started the descent to Denpasa-Ngurah Rai Airport by night and limited visibility. While descending to runway 09 at an altitude of 4,000 feet, the airplane initiated a turn to 263° when it struck the slope of Mt Masehe located about 68 km from the airport. The wreckage was found few hours later. The aircraft was totally destroyed upon impact and all 107 occupants have been killed.