Riau | Bureau of Aircraft Accidents Archives

On 5 October 2007, a Fletcher FU24-950M aircraft operated by PT. Sinar Mas Super Air, registered PK-PNZ was conducting aerial agriculture spraying activities at palm plantations of Rokan Estate, Pekanbaru, Riau. The aerial agriculture spraying divided into two sessions. Session #1 was in the morning at 23:35 UTC (06:35 LT) and conducted 27 cycles for about 3 hours flight. Session #1 was in the afternoon after daybreak at 05:00 UTC and conducted 28 cycles. The session #1 was carried out with normal and safely. One Pilot was on-board in the aircraft. The session #2, the aircraft was take-off at 05:00 using runway 18. After take-off, the pilot turned to the left to the fertilization area. The fertilization area was on the left of the runway. The pilot informed while the aircraft turned to the left, he felt the strong wind from the right. Then the aircraft was descending and the left wing hit the palm tree. After losing the wing tip, the aircraft difficult to control and crashed into the palm trees on the left runway for about 238 meters from the end of runway 18. The aircraft was substantial damaged. The pilot suffered minor injured. The weather of that day was clear and wind speed around 6 – 10 knots.

Probable cause:

Findings:
1. AIRCRAFT
- The aircraft had a valid Certificate of Airworthiness and Certificate of Registry.
- The aircraft was airworthy when dispatched for the flight.
- There was no system malfunction recorded or reported on the maintenance record.
2. PILOTS
- The pilot was held valid licensed.
- There was no information that the pilot has been trained for agricultural operation.
3. FLIGHT Technique
- The very low level and speed turning was potentially high risk to be sank while the cross wind came through.
- When the aircraft take-off and then turned to the left, the strong wind was blowing in the right wing. The pilot encounter of the downdraft while climbing
- The pilot’s actions indicated that his knowledge and understanding of the flight technique was inadequate.
4. OPERATIONS
- The operator did not have training syllabus and program for new pilot other than for the agriculture experience pilot.
5. Airstrip
- Wind shock position was under the palm trees, so that the wind speeds different from above and under the palm trees, the wind direction could not be observed by pilot prior takeoff.
- The runway strip width was 12 meters and the palm trees between the airstrip for about 30 meters and height 15 meters. It indicated the airstrip look likes a tunnel.
Contributing Factors
- The pilot was not well train on the agriculture operation,
- The pilot failed to encounter the aircraft experienced a sinking during very low level and speed,
- The operator did not have training syllabus and program for new pilot other than for the agriculture experience pilot,
- There were no agriculture operation regulations prior the accident.

Final Report:

Crash of a Boeing 737-291 in Pekanbaru

Date & Time: Jan 14, 2002 at 1015 LT

Type of aircraft:

Boeing 737-200

Operator:

Registration:

PK-LID

Flight Phase:

Takeoff (climb)

Flight Type:

Scheduled Revenue Flight

Survivors:

Yes

Site:

Airport (less than 10 km from airport)

Schedule:

Pekanbaru - Batam

MSN:

20363

YOM:

1969

Flight number:

JT386

Location:

Pekanbaru-Sultan Syarif Kasim II-Simpang Tiga

Riau

Country:

Indonesia

Region:

Asia

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

17266

Copilot / Total flying hours:

3700

Copilot / Total hours on type:

2500

Aircraft flight hours:

68133

Aircraft flight cycles:

66998

Circumstances:

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.

Probable cause:

Findings:
1. The flight crews have proper qualification to fly the aircraft.
2. The aircraft did not exceed its Maximum Take-Off Weight limitation specified in the AOM.
3. Cockpit area microphone did not function at the time of the accident. Therefore, the only sounds/conversations recorded were only when there were radio transmissions.
4. FDR data show that the engines operated normally.
5. FDR data show similar trajectory with an aircraft of the type and loading condition tried to take-off with zero flap.
6. The aircraft flap system was found to function normally. Therefore, should the flap selector moved to non-zero position, the flap should move to the selected position.
7. The crew did not perform Before Take-off Checklist as stated in the Boeing 737-200 Pilot’s Handbook, Chapter Normal Operating Procedures.
8. The aural warning system, except its circuit breaker, function normally. Therefore, the cause of the absence of take-off warning is the wear out latch on the CB that caused it to open.
9. The food trolley safety lock and food trolley safety strap on the front galley did not function properly that the trolley loose upon impact and blocking the cockpit door.
10. The escape slides fail to deploy. All the slides have no expiration date or marked last inspection date-as regulated in CASR 121.309.
11. Shear pins on the engines mounting function properly to separate the engine from the wing and therefore minimize the risk of fire in the accident.
Final Remarks:
Since there is no indication that flaps system failure or flap asymmetry contributes in the failure of flap to travel to take-off configuration, the most probable cause for the failure is the improper execution of take-off checklist. Failure of the maintenance to identify the real problem on the aural warning CB, causes the CB to open during the accident and therefore is a contributing factor to the accident.

Final Report:

Crash of an Antonov AN-12BP in Pekanbaru

Date & Time: Sep 29, 1999

Type of aircraft:

Antonov AN-12

Operator:

Registration:

LZ-SFJ

Flight Phase:

Landing (descent or approach)

Flight Type:

Cargo

Survivors:

Yes

Site:

Airport (less than 10 km from airport)

MSN:

4 3 421 05

YOM:

1964

Location:

Pekanbaru-Sultan Syarif Kasim II-Simpang Tiga

Riau

Country:

Indonesia

Region:

Asia

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Circumstances:

On final approach to Pekanbaru-Simpang Tiga Airport, the four engine aircraft struck the ground and crashed 1,300 metres short of runway and came to rest, broken in two. All seven crew members escaped with minor injuries. The aircraft was completing a cargo flight on behalf of Mandala Airlines.

Crash of a Piper PA-31-350 Navajo Chieftain in Bengkalis: 5 killed

Date & Time: Jul 10, 1991

Type of aircraft:

Piper PA-31-350 Navajo Chieftain

Operator:

PTP IV

Registration:

PK-PNR

Flight Phase:

Flight

Flight Type:

Executive/Corporate/Business

Survivors:

Site:

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Circumstances:

The twin engine aircraft departed Simpang Tiga on an executive flight, carrying four passengers and one pilot. En route, the aircraft suffered a structural failure, entered a dive and crashed in a wooded area located near Bengkalis. All five occupants were killed.

Probable cause:

Maneuver beyond the flight envelope was executed, so that the structure failed and the aircraft disintegrated.

Crash of a Douglas C-47A-1-DK in Pekanbaru: 14 killed

Date & Time: Apr 28, 1981

Type of aircraft:

Douglas C-47 Skytrain (DC-3)

Operator:

Registration:

PK-OBK

Flight Phase:

Landing (descent or approach)

Flight Type:

Charter/Taxi (Non Scheduled Revenue Flight)

Survivors:

Yes

Site:

Airport (less than 10 km from airport)

Schedule:

Singapore - Pekanbaru

MSN:

12209

YOM:

1943

Location:

Pekanbaru-Sultan Syarif Kasim II-Simpang Tiga

Riau

Country:

Indonesia

Region:

Asia

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Circumstances:

The airplane was completing a charter flight from Singapore to Pekanbaru, carrying four crew members and 13 employees from the Hudbay Oil Company. On final approach, the right engine failed. The airplane lost power and crashed about 2 km short of runway threshold. Three passengers were seriously injured while 14 other occupants were killed.

Probable cause:

Failure of the right engine on final approach for unknown reasons.

Crash of a Dornier DO.24K-1 off Sungai Riko: 3 killed

Date & Time: Jan 22, 1942

Type of aircraft:

Dornier DO.24

Operator:

Registration:

X-14

Flight Phase:

Landing (descent or approach)

Flight Type:

Military

Survivors:

Yes

Site:

Lake, Sea, Ocean, River

Schedule:

Surabaya – Sungai Riko

MSN:

774

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Circumstances:

The floatplane crashed in unknown circumstances into the Bay of Sungai Riko while trying to land following a flight from Surabaya. Three crew members were killed and a fourth was injured.