Crash of a Boeing 737 MAX 8 off Jakarta: 189 killed

Date & Time: Oct 29, 2018 at 0631 LT
Type of aircraft:
Operator:
Registration:
PK-LQP
Flight Phase:
Survivors:
No
Schedule:
Jakarta - Pangkal Pinang
MSN:
43000
YOM:
2018
Flight number:
JT610
Country:
Region:
Crew on board:
8
Crew fatalities:
Pax on board:
181
Pax fatalities:
Other fatalities:
Total fatalities:
189
Captain / Total flying hours:
6028
Captain / Total hours on type:
5176.00
Copilot / Total flying hours:
5174
Copilot / Total hours on type:
4286
Aircraft flight hours:
895
Aircraft flight cycles:
443
Circumstances:
The aircraft departed runway 25L at Jakarta-Soekarno-Hatta Airport at 0621LT bound for Pangkal Pinang, carrying 181 passengers and 8 crew members. The crew was cleared to climb but apparently encountered technical problems and was unable to reach a higher altitude than 5,375 feet. At this time, the flight shows erratic speed and altitude values. The pilot declared an emergency and elected to return to Jakarta when control was lost while at an altitude of 3,650 feet and at a speed of 345 knots. The airplane entered a dive and crashed 12 minutes after takeoff into the Kerawang Sea, about 63 km northeast from its departure point. The airplane disintegrated on impact and few debris were already recovered but unfortunately no survivors. It has been reported that the aircraft suffered various technical issues during the previous flight on Sunday night but was released for service on Monday morning. Brand new, the airplane was delivered to Lion Air last August 18. At the time of the accident, weather conditions were considered as good. The Cockpit Voice Recorder (CVR) was found on 14 January 2019. In the initial stages of the investigation, it was found that there is a potential for repeated automatic nose down trim commands of the horizontal stabilizer when the flight control system on a Boeing 737 MAX aircraft receives an erroneously high single AOA sensor input. Such a specific condition could among others potentially result in the stick shaker activating on the affected side and IAS, ALT and/or AOA DISAGREE alerts. The logic behind the automatic nose down trim lies in the aircraft's MCAS (Maneuvering Characteristics Augmentation System) that was introduced by Boeing on the MAX series aircraft. This feature was added to prevent the aircraft from entering a stall under specific conditions. On November 6, 2018, Boeing issued an Operations Manual Bulletin (OMB) directing operators to existing flight crew procedures to address circumstances where there is erroneous input from an AOA sensor. On November 7, the FAA issued an emergency Airworthiness Directive requiring "revising certificate limitations and operating procedures of the airplane flight manual (AFM) to provide the flight crew with runaway horizontal stabilizer trim procedures to follow under certain conditions.
Probable cause:
Contributing factors defines as actions, omissions, events, conditions, or a combination thereof, which, if eliminated, avoided or absent, would have reduced the probability of the accident or incident occurring, or mitigated the severity of the
consequences of the accident or incident. The presentation is based on chronological order and not to show the degree of contribution.
1. During the design and certification of the Boeing 737-8 (MAX), assumptions were made about flight crew response to malfunctions which, even though consistent with current industry guidelines, turned out to be incorrect.
2. Based on the incorrect assumptions about flight crew response and an incomplete review of associated multiple flight deck effects, MCAS’s reliance on a single sensor was deemed appropriate and met all certification requirements.
3. MCAS was designed to rely on a single AOA sensor, making it vulnerable to erroneous input from that sensor.
4. The absence of guidance on MCAS or more detailed use of trim in the flight manuals and in flight crew training, made it more difficult for flight crews to properly respond to uncommanded MCAS.
5. The AOA DISAGREE alert was not correctly enabled during Boeing 737-8 (MAX) development. As a result, it did not appear during flight with the mis-calibrated AOA sensor, could not be documented by the flight crew and was therefore not available to help maintenance identify the mis-calibrated AOA sensor.
6. The replacement AOA sensor that was installed on the accident aircraft had been mis-calibrated during an earlier repair. This mis-calibration was not detected during the repair.
7. The investigation could not determine that the installation test of the AOA sensor was performed properly. The mis-calibration was not detected.
8. Lack of documentation in the aircraft flight and maintenance log about the continuous stick shaker and use of the Runaway Stabilizer NNC meant that information was not available to the maintenance crew in Jakarta nor was it available to the accident crew, making it more difficult for each to take the appropriate actions.
9. The multiple alerts, repetitive MCAS activations, and distractions related to numerous ATC communications were not able to be effectively managed. This was caused by the difficulty of the situation and performance in manual handling, NNC execution, and flight crew communication, leading to ineffective CRM application and workload management. These performances had previously been identified during training and reappeared during the accident flight.
Final Report:

Crash of a Pacific Aerospace PAC 750XL near Oksibil: 8 killed

Date & Time: Aug 11, 2018 at 1420 LT
Operator:
Registration:
PK-HVQ
Survivors:
Yes
Site:
Schedule:
Tanah Merah – Oksibil
MSN:
144
YOM:
2009
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
7
Pax fatalities:
Other fatalities:
Total fatalities:
8
Captain / Total flying hours:
13665
Captain / Total hours on type:
1468.00
Aircraft flight hours:
4574
Aircraft flight cycles:
5227
Circumstances:
On 11 August 2018, a PAC 750XL aircraft registered PK-HVQ was being operated by PT. Marta Buana Abadi (Dimonim Air) on unscheduled passenger flight from Tanah Merah to Oksibil. At the day of the occurrence the meteorological condition at Oksibil was below the requirement of Visual Flight Rule (VFR) weather minima and did not improve. Being aware that some flights had performed flight to Tanah Merah to Oksibil and returned, the pilot decided to fly to Oksibil. At 1342 LT, on daylight condition the PK-HVQ aircraft departed from Tanah Merah to Oksibil, on board the aircraft were one pilot, one observer pilot and 7 passengers. According to the passenger and cargo manifest, the total weight of passenger and the baggage were 473 kg. Prior to the departure, there was no record or report of aircraft system malfunction. At 1411 LT, the PK-HVQ pilot made initial contact to Oksibil Tower controller and reported that the aircraft was maintaining altitude of 7,000 feet over and the estimate time arrival at Oksibil would be 0520 UTC (1420 LT). The Oksibil Tower controller advised the pilot of the latest meteorological condition that the visibility was 1 up to 2 km and most of the area were covered by cloud. At 1416 LT, the pilot reported that the aircraft position was over Oksibil Aiport and the Oksibil Tower controller instructed the pilot to continue the flight to the final runway 11 and to report when the runway had in sight. The Oksibil Tower controller and pilots of other aircraft called the pilot but no reply. On the following day, the aircraft was found on a ridge of mountain about 3.8 Nm north west of Oksibil on bearing 331° with elevation about 6,800 feet. Eight occupants were fatally injured and one occupant was seriously injured.
Probable cause:
The KNKT concluded the contributing factors as follows:
- The VFR weather minimum requirement that was not implemented properly most likely had made the pilot did not have a clear visual to the surrounding area.
- Considering that the Pilot in Command (PIC) had lack knowledge of the terrain surrounding the Oksibil area, and the absence of voice alert from the TAWS when the aircraft flying close to terrain, resulted in the PIC did not have adequate awareness to the surrounding terrain while flying into clouds and continued to fly below the terrain height until the aircraft impacted the terrain.
Final Report:

Ground collision with an ATR72-500 in Medan

Date & Time: Aug 3, 2017 at 1100 LT
Type of aircraft:
Operator:
Registration:
PK-WFF
Flight Phase:
Survivors:
Yes
Schedule:
Medan – Meulaboh
MSN:
869
YOM:
2009
Flight number:
IW1252
Country:
Region:
Crew on board:
5
Crew fatalities:
Pax on board:
67
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
13006
Captain / Total hours on type:
624.00
Copilot / Total flying hours:
263
Copilot / Total hours on type:
109
Aircraft flight hours:
14321
Aircraft flight cycles:
16132
Circumstances:
On 3 August 2017, a Boeing 737-900 ER aircraft, operated by PT. Lion Mentari Airlines (Lion Air) as a scheduled passenger flight from Sultan Iskandar Muda International Airport, Banda Aceh (WITT) to Kualanamu International Airport, Medan (WIMM) as flight number JT 197. JT197 departed at 1010 LT (0310 UTC) in daylight condition, with 151 persons on board. Meanwhile, an ATR 72-500 aircraft, operated by PT. Wings Abadi Airlines (Wings Air) as scheduled passenger flight from Medan with intended destination to Cut Nyak Dien Airport, Meulaboh (WITC) as flight number IW1252. On board IW1252 were two pilots, one observer pilot, two flight attendants and 67 passengers. At 0356 UTC, the IW1252 pilot requested taxi clearance to runway 23 from the Medan Ground controller and was instructed to follow U2 taxi route, the IW1252 pilot requested to depart via intersection taxiway D which was approved by Medan Tower controller. At 0357 UTC, JT197 was on landing approach and received landing clearance. At 04:00:01 UTC, the Medan Tower controller issued conditional clearance to the IW1252 pilot, to enter the runway after the JT197 had landed. This conditional clearance was combined with the air traffic control route clearance. IW1252 continued to taxi and entered the runway. At 04:00:50 UTC, JT197 touched down on runway 23 and a few second later impacted with the IW1252. There were no injuries during this occurrence, but both aircraft were substantially damaged. After impact, debris from the impact aircraft remained on the runway. Prior to the runway inspection, one aircraft departed and one aircraft landed.
Probable cause:
The communication misunderstanding of the conditional clearance to enter runway while the IW1252 pilots did not aware of JT197 had received landing clearance and the unobserved IW1252 aircraft movement made the IW1252 aircraft entered the runway.
Final Report:

Crash of a Boeing 737-301F in Wamena

Date & Time: Jul 18, 2017 at 1239 LT
Type of aircraft:
Operator:
Registration:
PK-YGG
Flight Type:
Survivors:
Yes
Schedule:
Timika – Wamena
MSN:
23743/1510
YOM:
1988
Flight number:
TMG103
Country:
Region:
Crew on board:
5
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The aircraft was performing a cargo flight from Timika, carrying five crew members and a load of various goods including constructioin materials. Upon landing on runway 15, the airplane bounced twice. It went out of control and veered off runway to the left. While contacting soft ground, both main landing gear were torn off and the aircraft slid for few dozen metres before coming to rest. All five crew members evacuated safely while the aircraft was damaged beyond repair.

Crash of a Pilatus PC-6/B2-H4 Turbo Porter near Wamena: 5 killed

Date & Time: Jul 5, 2017 at 1110 LT
Operator:
Registration:
PK-RCX
Flight Phase:
Survivors:
No
Site:
Schedule:
Wamena – Derakma
MSN:
922
YOM:
1998
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
5
Circumstances:
The single engine aircraft departed Wamena Airport at 1100LT with three passengers, two pilots and 508 kg of various goods. About 10 minutes later, the airplane struck the slope of a mountain at an altitude of 2,300 metres. It was scheduled to arrive at Derakma at 1125LT. The wreckage was found a day later by the crew of a helicopter. All five occupants were killed. At the time of the accident, VMC conditions prevailed.

Crash of a Boeing 737-33A in Manokwari

Date & Time: May 31, 2017 at 0851 LT
Type of aircraft:
Operator:
Registration:
PK-CJC
Survivors:
Yes
Schedule:
Ujung Pandang – Sorong – Manokwari
MSN:
24025/1556
YOM:
1988
Flight number:
SJY570
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
146
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
13371
Captain / Total hours on type:
3110.00
Copilot / Total flying hours:
5570
Copilot / Total hours on type:
2523
Aircraft flight hours:
60996
Circumstances:
On 31 May 2017, a Boeing 737-300 aircraft registration PK-CJC was being operated by PT. Sriwijaya Air as a scheduled passenger flight from Hasanuddin Airport (WAHH), Makassar, South Sulawesi to Rendani Airport (WAUU), Manokwari, West Papua, with one transit stop at Domine Eduard Osok Airport (WASS) Sorong, West Papua. The flight was uneventful since the first departure from Makassar until commencing the approach at Manokwari. At 0815 LT (2315 UTC), the aircraft departed Sorong to Manokwari. On board in the flight were two pilots, four flight attendants and 146 passengers. On this flight, the Second in Command (SIC) acted as Pilot Flying (PF) and the Pilot in Command (PIC) acted as Pilot Monitoring (PM). At 2331 UTC, the pilot made first contact to Rendani Tower controller and informed that the aircraft was descending from FL 230 (altitude 23,000 feet) and requested the weather information. The Rendani Tower controller informed to the pilot that the wind was calm, ground visibility 6 km, cloud FEW CB 1,400 feet, temperature and dew point 26/25°C. At 2336 UTC, Rendani Tower controller instructed to the pilot to descend to 11,000 feet and to report when on Visual Meteorological Condition (VMC). At 2338 UTC, the pilot informed that they were on VMC condition and passed altitude 13,000 feet while position was 32 Nm from ZQ NDB (Non-Directional Beacon). Rendani Tower controller instructed to fly maintain on visual condition, fly via overhead, descend to circuit altitude, join right downwind runway 35, and to report when overhead Manokwari. At 2344 UTC, the pilot reported that the aircraft was over Manokwari and Rendani Tower controller informed to the pilot that the visibility changed to 5 km. Two minutes later Rendani Tower controller instructed to the pilot to continue approach and to report on right base runway 35. At 2349 UTC, at approximately 600 feet, the PIC as PM took over control by called “I have control” and the SIC replied “You have control”. A few seconds later the pilot reported that the aircraft was on final runway 35, and Rendani Tower controller instructed to the pilot to report when the runway 35 insight. The pilot immediately replied that the runway was in sight and acknowledged by Rendani Tower controller who then issued landing clearance with additional information that the wind was calm and the runway condition wet. At approximately 550 feet, the PIC instructed the SIC turn on the wiper and reconfirmed to SIC that the runway was in sight. Between altitude 500 feet to 200 feet, the EGPWS aural warnings “Sink Rate” and “Pull Up” sounded. At 2350 UTC, the aircraft touched down and rolled on runway 35. The spoiler deployed and the pilot activated the thrust reversers. The crew did not feel significant deceleration. The aircraft stopped at approximate 20 meters from the end of runway pavement. After the aircraft stopped, the PIC commanded “Evacuate” through the Passenger Address (PA) system. The Rendani Tower Controller saw that the aircraft was overrun and activated the crash bell then informed the Airport Rescue and Fire Fighting (ARFF) that there was an aircraft overrun after landing on runway 35. All the flight crew and passengers evacuated the aircraft and transported to the terminal building safely.
Probable cause:
According to factual information during the investigation, the Komite Nasional Keselamatan Transportasi identified initial findings as follows:
1. The aircraft was airworthy prior to the accident, there was no report or record of aircraft system abnormality during the flight. The aircraft had a valid Certificate of Airworthiness (C of A) and Certificate of Registration (C of R).
2. The aircraft operator had a valid Air Operator Certificate (AOC) to conduct a scheduled passenger transport.
3. The crew held valid licenses and medical certificates.
4. The weather conditions during aircraft approach and landing was slight rain with cumulonimbus viewed nearby the airport, wind was calm and runway was wet.
5. In this flight Second in Command (SIC) acted as Pilot Flying (PF) and the Pilot in Command (PIC) acted as Pilot Monitoring (PM). The PIC took over control from the SIC during approach at altitude approximately 600 feet.
6. At approximate 550 feet, the PIC instructed the SIC to turn on the wiper and reconfirmed to SIC that the runway was in sight.
7. Between altitude 500 feet to 200 feet, the EGPWS aural warnings “Sink Rate” and “Pull Up” sounded.
8. The CCTV recorded water splash when aircraft on landing roll.
9. Several area of the runway warp in approximate 2 - 5 meters square meters with standing waters on the runway of Rendani Airport.
10. Several runway lights covered by grass with the height approximately of 30-40 cm.
11. Rendani Aerodrome Manual (AM) as general guidelines in the airport operation had not been approved by the DGCA at the time of accident.
12. Rendani Airport (WAUU), Fire fighting category III refer to AIP amended on April 2015.
Final Report:

Crash of a Cessna 208 Caravan I near Oksibil: 1 killed

Date & Time: Apr 12, 2017 at 1240 LT
Type of aircraft:
Operator:
Registration:
PK-FSO
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Tanah Merah – Oksibil
MSN:
208-0313
YOM:
1999
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
4236
Captain / Total hours on type:
2552.00
Aircraft flight hours:
6226
Aircraft flight cycles:
9371
Circumstances:
On 12 April 2017, a Cessna C208 aircraft registered PK-FSO was being operated by PT. Spirit Avia Sentosa (FlyingSAS) for unscheduled cargo flight. The flights of the day scheduled for the aircraft were Mopah Airport (WAKK) – Tanah Merah Airport (WAKT) – Oksibil Airport (WAJO) – Tanah Merah – Oksibil – Tanah Merah. The estimated time departure of first flight from Mopah Airport to Tanah Merah was 0800 LT and the flight departed at 0848 LT, on board the aircraft were two pilots and seven passengers. The aircraft arrived in Tanah Merah at about 0943 LT. At 1012 LT, the flight departed from Tanah Merah to Oksibil. About 10 Nm from Oksibil the pilot contacted the Oksibil tower controller to get air traffic services and landed at 1044 LT. The flight then departed from Oksibil to Tanah Merah at 1058 LT and arrived about 1126 LT. These flights were single pilot operation. At 1144 LT on daylight condition, the aircraft departed Tanah Merah with intended cruising altitude of 7,000 feet. Prior to departure, there was no report or record of aircraft system malfunction. On board the aircraft was one pilot, 1,225 kg of general cargo and 800 pounds of fuel which was sufficient for about 3 hours of flight time. After departure, the pilot advised Tanah Merah tower controller of the estimate time arrival at Oksibil would be 1224 LT. At 1149 LT, the pilot advised Tanah Merah tower controller that the aircraft position was about 10 Nm from Tanah Merah and passing altitude of 3,500 feet. The Tanah Merah tower controller acknowledged the message and advised the pilot to monitor radio communication on frequency 122.7 MHz for traffic monitoring. At about 29 Nm from Oksibil, the PK-FSO aircraft passed a Cessna 208B aircraft which was flying on opposite direction from Oksibil to Tanah Merah at altitude 6,000 feet. At this time, the aircraft ground speed recorded on the flight following system was about 164 knots. The Cessna 208B pilot advised to the pilot on radio frequency 122.7 MHz that the PK-FSO aircraft was in sight. The pilot responded that the aircraft was maintaining 7,000 feet on direct route to Oksibil. At 1230 LT, the Oksibil tower controller received phone call from the FlyingSAS officer at Jakarta which confirming whether the PK-FSO aircraft has landed on Oksibil. The Oksibil tower controller responded that there was no communication with the PK-FSO pilot. The Oksibil tower controller did not receive the flight plan for the second flight of the PK-FSO flight. Afterwards, the Oksibil tower controller called Tanah Merah tower controller confirming the PK-FSO flight and was informed that PK-FSO departed Tanah Merah to Oksibil at 1144 LT and the reported estimate time of arrival Oksibil was 1224 LT. At 1240 LT, the Oksibil tower controller received another phone call from the FlyingSAS officer at Jakarta which informed that the FlyingSAS flight following system received SOS signal (emergency signal) from PK-FSO aircraft and the last position recorded was on coordinate 04°48’47.7” S; 140°39’31.7” E which located approximately 6 Nm north of Oksibil. Afterwards, the Oksibil air traffic controller advised the occurrence to the Search and Rescue Agency. On 13 April 2017, at 0711 LT, the PK-FSO aircraft was found on ridge of Anem Mountain which located about 7 Nm north of Oksibil. The following figure showed the illustration of the aircraft track plotted on the Google earth refer to the known coordinates of Tanah Merah, Oksibil and the crash site.
Probable cause:
The possibility of the pilot being fatigue, physical and environment condition increased pilot sleepiness which might have made the pilot inadvertently falling asleep indicated by no pilot activity. The absence of GA-EGPWS aural alert and warning was unable to wake up the pilot.
Final Report:

Crash of an ATR72-600 in Semarang

Date & Time: Dec 25, 2016 at 1824 LT
Type of aircraft:
Operator:
Registration:
PK-WGW
Survivors:
Yes
Schedule:
Bandung – Semarang
MSN:
1234
YOM:
2015
Flight number:
IW1896
Country:
Region:
Crew on board:
4
Crew fatalities:
Pax on board:
68
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
4065
Captain / Total hours on type:
3805.00
Copilot / Total flying hours:
3300
Copilot / Total hours on type:
3200
Aircraft flight hours:
3485
Aircraft flight cycles:
4104
Circumstances:
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.
Probable cause:
Contributing Factors:
- The visual illusion of aircraft higher than the real altitude resulted in late flare out which made the aircraft bounced.
- The unrecovered bounce resulted in abnormal landing attitude with vertical acceleration up to 6 g and collapsed the right main landing gear.
Final Report:

Crash of a Lockheed C-130H Hercules in Wamena: 13 killed

Date & Time: Dec 18, 2016 at 0609 LT
Type of aircraft:
Operator:
Registration:
A-1334
Flight Type:
Survivors:
No
Site:
Schedule:
Timika – Wamena
MSN:
4785
YOM:
1978
Country:
Region:
Crew on board:
12
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
13
Circumstances:
The four engine aircraft departed Timika-Moses Kilangin Airport at 0535LT bound for Wamena. While approaching Wamena, the crew encountered marginal weather conditions and the aircraft descended through several cloud layers when it impaxted a hilly terrain about four minutes before ETA at 0613LT. The aircraft was destroyed by impact forces and a post crash fire and all 13 occupants were killed. The wreckage was found less than 2 km southeast from runway 33 threshold.

Crash of a PZL-Mielec M28 Skytruck off Tanjung Pinang: 13 killed

Date & Time: Dec 3, 2016 at 1022 LT
Type of aircraft:
Operator:
Registration:
P-4201
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Pangkal Pinang – Batam
MSN:
AJE003-03
YOM:
2004
Country:
Region:
Crew on board:
5
Crew fatalities:
Pax on board:
8
Pax fatalities:
Other fatalities:
Total fatalities:
13
Circumstances:
The twin engine aircraft departed Pangkal Pinang Airport at 0924LT bound for the Hang Nadim Airport located on the Batam Island. En route, the aircraft disappeared from radar screens and crashed in the sea about 74 km southeast of Tanjun Pinang, in the Riau Islands. An hour later, around 1130LT, few debris and bodies were found by fishermen floating on water off Pulau Senayang. All 13 occupants were killed.