Wamena

On the morning of 9 April 2009, a British Aerospace BAe 146-300 aircraft, registered PK-BRD, was being operated by PT. Aviastar Mandiri Airlines as a scheduled passenger and cargo flight from Sentani Airport to Wamena Airport, Papua. The crew consisted of two pilots, two flight attendants, an engineer, and a load master. The aircraft performed a go-around from the initial landing approach on runway 15 at Wamena. The flight crew positioned the aircraft on a right downwind leg for another landing approach. As the aircraft was turned towards the final approach for the second landing approach at Wamena it impacted terrain and was destroyed. All of the occupants were fatally injured. The Enhanced Ground Proximity Warning System (EGPWS) manufacturer performed simulations using data from the flight recorders, and two separate terrain data sources. The manufacturer informed the investigation that “the GPWS/EGPWS alerts recorded in the CVR were issued as designed”. However the enhanced Look-Ahead function appeared to have been inhibited following the go around. There was no evidence from the CVR that the crew had deliberately inhibited the terrain function of the EGPWS. The investigation determined that the EGPWS issued appropriate warnings to the flight crew, in the GPWS mode. The pilot in command did not take appropriate remedial action in response to repeated EGPWS warnings. The investigation concluded that flight crew’s lack of awareness of the aircraft’s proximity with terrain, together with non conformance to the operator’s published operating procedures, resulted in the aircraft’s impact with terrain. As a consequence of this accident, the operator took safety action to address deficiencies in its documentation for missed approach procedures at Wamena. As a result of this accident, the National Transportation Safety Committee (NTSC) also issued safety recommendations to the operator and to the Directorate General Civil Aviation (DGCA) to ensure that relevant documented safety procedures are implemented. During the investigation, safety issues were identified concerning modification of aircraft and DGCA approval of those modifications. While those safety issues did not contribute to the accident, they nevertheless are safety deficiencies. Accordingly, the NTSC report includes recommendations to address those identified safety issues.

On the Saturday 9 August 2008, a Pilatus Porter PC-6 B2-H4 aircraft, registered PK-RCZ, operated by AMA (Association of Mission Aviation) on a charter flight from Wamena, Papua, to Taive II, Papua departed at 1000 UTC. The aircraft was to pick up a medical patient from Taive II. After landing and unloading cargo at Taive II, the aircraft departed from Taive II for NduNdu, Papua, at 1106 with an estimated time of arrival of 1113. The flight was to be operated in accordance with the visual flight rules (VFR), remaining clear of cloud and navigating visually. When the aircraft had not arrived by 1213, the Wamena authorities decided to search for the aircraft. Three operators assisted the search; Association of Mission Aviation (AMA), Mission Aviation Fellowship (MAF), and Yajasi. They all reported hearing PK-RCZ’s emergency locator transmitter (ELT) signal, but were unable to reach the crash site due to the weather conditions. At 2020 (0520 local time on Sunday 10 August), the aircraft wreckage was found at an elevation of 6,400 feet at the coordinates 03° 26’ 08” S, 138° 21’ 58” E, in the area of NduNdu Pass, on the aircraft’s planned track. The crash site was about 200 feet to the left (east) of the southerly track across the Pass, on the slope of an 11,000 foot mountain. The coordinates and elevation of the lowest point in the NduNdu Pass were
03° 26’ 26” S, 138° 21’ 22” E and 5,700 feet. The pilot, the sole occupant, was fatally injured.

On 6 March 2008, a Transall C-160 aircraft, registered PK-VTQ, operated by PT. Manunggal Air, was on an unscheduled freight flight from Sentani Airport, Jayapura, to Wamena Airport, Papua. There were seven people on board; two pilots, two engineers, and three flight officers. The pilots reported that the approach and landing were normal. However, they told the investigators that both Beta lights did not illuminate during the landing roll, so they could not use reverse thrust. They reported that they used maximum brakes to slow the aircraft, and rolled through to the end of runway 15. During the 180-degree right turn at the end of the runway, they felt the left brakes grabbing, and had to use increased thrust on the left engine to assist the turn. After completing the turn, the pilots backtracked the aircraft towards taxiway “E”, about 450 meters from the departure end of runway 15. The air traffic controller informed the Transall crew that heavy smoke was coming from the left main wheels, and that they should proceed to taxiway “E” and stop on the taxiway. Before the aircraft entered taxiway “E”, the controller activated the crash alarm. The pilots stopped the aircraft on taxiway “E”, and the occupants disembarked and attempted to extinguish the wheel-bay fire with a hand held extinguisher. The airport rescue fire fighting service (RFFS) arrived at the aircraft 10 minutes after the aircraft came to a stop on taxiway “E”. It took a further 5 minutes to commence applying foam. The attempts to extinguish the fire were unsuccessful, and the fire destroyed the aircraft and its cargo of fuel in drums. Investigators found molten metal on the runway along the left wheel track for about 16 meters, about 100 meters from taxiway “E”, between taxiway “E” and the departure end of runway 15. There was also molten metal along the left wheel track on taxiway “E”.

On final approach to Mulia Airport, during the last segment, the aircraft was caught by downdrafts and lost height, causing the nose gear to land first. The aircraft went out of control, ground looped and came to rest in a ditch. The pilot, sole on board, escaped uninjured while the aircraft was damaged beyond repair.

On final approach to Mulia Airport, the twin engine aircraft struck the ground and crashed few km short o runway. All four occupants were injured and the aircraft was damaged beyond repair.

Shortly after takeoff from Mulia Airport, while climbing to an altitude of 7,000 feet, the twin engine aircraft struck the slope of a mountain and crashed. Both pilots and two passengers were killed while 12 other occupants were injured.

On final approach to Silimo Airstrip, during the last segment, the aircraft lost height and struck the ground few metres short of runway 05 threshold. Out of control, the airplane veered to the left and came to rest in a ditch. All three occupants escaped uninjured while the aircraft was damaged beyond repair. The Silimo's runway is 560 metres long and 20 metres wide. Its surface is in gravel and it has a gradient of 9°. Due to the environmental topography, a go-around procedure is not possible on short final and the area is subject to strong currents that can change rapidly and brutally.

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.

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.

En route from Wamena to Jayapura, the crew encountered technical problems with the hydraulic system that lost pressure. Following a normal approach, the aircraft landed at Jayapura-Sentani Airport. While rolling at a speed of about 60 knots, it deviated to the left, veered off runway and came to rest in a ravine. All 28 occupants escaped uninjured and the aircraft was damaged beyond repair.