Indonesia

At 23:40 UTC / 08:40 LT (WIT) on Sunday April 21, 2002, the ES-NOP departed Sentani Airport, Jayapura, bound for Wamena. The aircraft, an Antonov AN-72, was being operated by PT Trigana Air Services as a cargo carrying charter transport flight. The flight crews of four included three cockpit crew personnel and a loadmaster. The flight was the third flight of eight flights planned for the day between Sentani Airport and Wamena airport. The first flight departed Sentani airport at 21:05 UTC / 06:05 LT. Arriving at Wamena at 21:40 UTC / 06:40 LT. The return flight from Wamena bound for Sentani, departing Wamena at 22:22 UTC/ 07:22 LT arrived at Sentani at 22:52 UTC/07:52 LT. The flights were reported normal, and the weather along the route was reported clear. The third return flight, from Sentani to Wamena departed Sentani at 23:40 UTC / 08:40 LT carrying a load of 7,481 kg. The weather at Jayapura and along the route was clear. The cruise altitude during the flight was 16,000 ft. After waypoint ‘Maleo’ the airplane over-flew the so called ‘north-gap’ and the descent was initiated while passing the ‘pass valley’. Three other airplanes were reported to be in the area, one Fokker F27 PK-YPQ which was enroute from Wamena airport to Jayapura, and two Antonov A26 aircraft, registration ER-AFQ and ER-AFE. Flying over ‘Yiwika’ 7 Nm from Wamena airport, and descending through 12,000 ft with speed of 330 km/hr, the ES-NOP overtook the ER-AFE. The flight crew had the runway in sight. The PIC acting as pilot flying, flew an ‘S’ approach pattern during the final flight path of Wamena airport. (arriving Wamena 24:15 UTC/09:15 LT). On final and at an altitude of 100 meters, the airplane was lined up to the runway 15-center line. The airplane touched down while still within the touchdown zone. The airplane bounced twice, the second and last bounce reported to be more severe than the first one. The airplane rolled down the runway, with the flight crew noticing an unusual nose down attitude. The PIC/Pilot Flying applied reverse power and brakes, controlling the aircraft by using rudder inputs. During the roll, the loadmaster, sitting behind the PIC’s seat saw black smoke coming from the floor of the forward side of the cargo compartment. The crew reported that the smoke hurt their eyes. The airplane decelerated with smoke emitted from the forward cargo compartment. After stopping, the loadmaster opened the airplane door taking the extinguisher to extinguish the fire. The PIC shut down the engines after the airplane came to a standstill then opened the left cockpit window. PIC then left the cockpit assisting the loadmaster extinguishing the fire, the F/O completed the shutdown procedure, as the smoke blocked out his vision. The Flight Engineer attempted unsuccessfully opened the overhead emergency exit. The F/O and Flight Engineer then evacuated through the left cockpit window, while the PIC and loadmaster exited through the door. Observing the occurrence, and as the crash bell was unserviceable, the ATC on duty called the Deputy Chief of the airport, and alerted the fire fighting brigade. The fire fighting personnel failed to start the fire truck, and after recharging the truck’s battery for about 10 minutes reattempt to start for a second time. This attempt again failed, and the battery was again recharged, while fire fighting personnel ran the airplanes final position carrying portable fire extinguisher. After another ten minutes of battery charging, the fire fighting truck was finally started, immediately proceeding to the accident site. After a refill of the fireextinguishing agent the fire was finally extinguished. Firefighting personnel extinguished the fire in about 30 minutes time. The airplane was seriously damaged, with the front side of the airplane completely burnt out, the fire cutting a hole from behind the cockpit roof until approximately the middle of the cabin in front of the roof. The cargo was totally consumed by fire. No one was injured during the accident. After the occurrence, Wamena airport was closed for Fokker 27 or bigger aircraft but opened for DHC-6 (Twin Otter) or smaller aircraft. The NTSC investigator team embarked to Wamena on that day (Sunday, April 21 2002). On Monday, April 22 2002, at 02.00 PM (LT), the investigator team give the clearance to remove the aircraft from the runway, at 05.00 PM (LT) the airport authority personnel started the efforts to removed the aircraft by big back hoe, at 08.30 PM (LT) ES-NOP has cleared from runway. On Tuesday April 23rd 2002, the Wamena airport activities back to normal as usual.

Upon landing on runway 06, the single engine aircraft bounced twice then veered off runway and came to rest in bushes. Both pilots escaped unhurt while the aircraft was damaged beyond repair.

On January 16, 2002, at approximately 09:24 UTC, a Boeing 737-300, PK-GWA, ditched into the waters of the Bengawan Solo River, Central Java during a forced landing, following loss of power on both engines as the aircraft was descending through 19,000 ft. The dual engine flame out occurred shortly after the aircraft entered severe cumulonimbus cloud formations with turbulence and heavy rain and ice. The aircraft, owned and operated by PT Garuda Indonesia as Flight GA 421, had departed Ampenan at 08:32 UTC, on a regular scheduled commercial flight with destination Yogyakarta. At departure VMC conditions prevailed. The flight from Ampenan was reported uneventful until its arrival in the Yogyakarta area. The crew stated that they observed cumulonimbus cloud formations on their weather radar. The aircraft descended from cruise altitude of 31,000 ft to 28,000ft as instructed by BALI ATC at 09.08 UTC due to traffic on eastbound at FL290. As they began their descent from FL 280 at 09.13 UTC, prior to entering the clouds at 23,000 feet, the crew noted at the radar screen red cells with two green and yellow areas to the left and right of their intended flight path. The Pilot Flying decided to take the left opening above PURWO NDB. The flight crew prepared to enter turbulence by setting turbulence speed at 280 knots, seatbelt on, engine ignitions on FLT and anti-ice on. Then the Pilot Flying requested to BALI ATC to descend to FL 190 and was cleared by Semarang APP at 09.13 UTC. Shortly after the aircraft entered the area covered by Cumulonimbus cells, the crew noted severe turbulence and heavy precipitation. According to the flight crew interview, the crew noted aircraft electrical power generators loss and they were only having primary engine instrument indications and captain flight instruments, which finally identified both engines flame-out. While in the precipitation, the flight crew attempted at least two engine relights, and one attempt of APU start. As the APU start was initiated, the crew noted total electrical loss of the aircraft. The aircraft descended into VMC conditions at about 8,000 ft altitude. The PIC spotted the Bengawan Solo River and decided to land the aircraft on the river. The crew announced to the flight attendant to prepare emergency landing procedure. The aircraft landed successfully between two iron bridges in the upstream direction, and came to a stop with its nose pointing to the right of the landing path. The aircraft settled down on its belly, with the wings and control surfaces largely intact, and was partially submerged. The evacuation following the landing was successful. Twelve passengers suffered injuries, the flight crew and two flight attendants were uninjured, one flight attendant suffered serious injuries, and another flight attendant was found in the waters of the river and fatally injured.

The flight was a second route of four routes on a first day of two days schedule flight for the crew. All crew have flight schedule on the previous day and returned to Jakarta. The first flight was from Jakarta to Pekanbaru with departure schedule on 08.00 LT (01.00 UTC). All crew did the pre-flight check completely but did not check the audio warning and departed Jakarta on schedule. The flight was normal and landed in Pekanbaru on schedule. There was no problem reported. Transit in Pekanbaru for about 30 minutes and the flight was ready to continue the next flight to Batam. At 10.15 LT (03.05) the boarding process has been completed and all flight documents have ready. First Officer asked for start clearance and received weather information in Syarif Kasim Airport. The weather was fine, wind calm and clear. After start completed, the aircraft taxi to the beginning of runway 18. Flight crews have set the V1, VR, V2 and V2+15 speed bugs according to the load sheet. Take off power decide to use “reduced take off power” with assumed temperature 35o C while the actual temperature was 27° C. flight Attendant have completed the passenger briefing includes rearrange seat for the seats near the “over wing exit windows”. The checklist was done, but flight crews were not sure the indication of flap setting. When ready for take off, flight crew gave a warning to the flight attendants to take their seats. First Officer acted as “Pilot Flying”. PIC opened the power and adjusted to the required take off power setting. The aircraft rolled normal and there was no abnormal indication. PIC called “V1” and “ROTATE” at speed bugs value setting, and the First Officer rotated the control column and set to 150 ANU (Aircraft Nose Up) pitch. The aircraft’s nose was lifted up but the aircraft did not airborne. Flight attendant who was sitting at the rear felt that the nose was higher than normal. Officer also felt stick shaker, warning for approaching stall. First Officer suddenly noticed a warning light illuminated and cross-checked. He found than the warning came from the problem on the air conditioning system. Both pilots also felt pain in the ear. Recognizing this situation, PIC decided to continue the take off and called to the First Officer “disregard”. Realized that the aircraft did not airborne PIC added the power by moving power levers forward. The speed was increasing and passed the speed bug setting for V2+15 ( ± 158 KIAS) but the aircraft did not get airborne. PIC noticed that the runway end getting closer and he thought that the aircraft would not airborne, he decided to abort the take off and called “STOP”. PIC retarded the power levers to idle and set to reverse thrust, extended the speed brake and applied brake. Nose of the aircraft went down hard and made the front left door (L1) opened and 2 trolleys at front galley move forward and blocked the cockpit door. Flight crew turns the aircraft slightly to the right to avoid approach lights ahead. The aircraft moved out or the runway to the right side of the approach lights. After hit some trees the aircraft stopped at ± 275 meters from the end of runway on heading 285°. One passenger had serious injury and the rest had minor injury, all crew were safe and not injured. No one killed in this accident, while the aircraft considered total loss.

After landing at Lhokseumawe-Malikussaleh Airport, the four engine aircraft went out of control, veered off runway and came to rest in a marshy area, bursting into flames. All 95 occupants were rescued, among them seven passengers were injured. The aircraft was destroyed by a post crash fire.

After takeoff from Jayapura-Sentani Airport, while climbing, the crew informed ATC about engine problems and was cleared for an immediate return. Following a 180 turn, the crew initiated an approach to runway 30. After touchdown, the crew started the braking procedure and reduced the engine power when a technical problem occurred on the right engine. The aircraft went out of control, veered off runway to the left, collided with a drainage ditch and came to rest against palm trees located 72 metres to the left of the runway centerline and 1,050 metres from the runway threshold. 18 occupants were injured and a passenger was killed. The aircraft was written off.

The crew was completing a local training flight at Surabaya-Juanda Airport, consisting of touch-and-go manoeuvres. While approaching the airport to complete the eighth landing, at an altitude of 500 feet, the aircraft rolled to the left then stalled and crashed in a pond located 3 km short of runway, bursting into flames. All three pilots were killed. Both captains were operating on Casa-Nurtanio CN-235 (IPTN) and making a transition to Fokker F27.

During the takeoff roll, the twin engine aircraft deviated to the left, veered off runway and came to rest. All 14 occupants escaped uninjured while the aircraft was damaged beyond repair.

About 12 minutes after takeoff from Timika Airport, while cruising at an altitude of 11,800 feet, the twin engine aircraft struck the slope of Mt Trikora. All nine occupants were killed, among them high ranking Police and Navy officers.

The aircraft departed from Datah Dawai Airport for a regular commercial flight with destination airport, Samarinda, East Kalimantan. There were 18 persons on board including the pilot. Minutes after airborne, the aircraft crashed at a location of about 2 km north of the runway 02 extension. The pilot and 11 passengers were found seriously injured, while six sustained minor injuries or none. Weather was reported clear at the time of the occurrence.