Country
code

Riau Islands

Crash of a PZL-Mielec M28 Skytruck off Tanjungpinang: 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 left Pangkal Pinang Airport at 0924LT bound for Hang Nadim Airport on the Batam Island. En route, the aircraft disappeared from radar screens and crashed into the sea about 74 km southeast of Tanjunpinang, in the Riau Islands. An hour later, around 1130LT, few debris and body parts were found by fishermen on the waters off Pulau Senayang. All 13 occupants have been killed.

Crash of a Casa 212 Aviocar 100 near Tanjung Pinang: 5 killed

Date & Time: Feb 12, 2011 at 1342 LT
Type of aircraft:
Operator:
Registration:
PK-ZAI
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Batam - Tanjung Pinang
MSN:
120/18N
YOM:
1980
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
5
Captain / Total flying hours:
13027
Captain / Total hours on type:
3311.00
Copilot / Total flying hours:
2577
Copilot / Total hours on type:
152
Aircraft flight hours:
29990
Aircraft flight cycles:
35128
Circumstances:
On 12 February 2011, a CASA C212-100 aircraft, registered PK-ZAI, operated by Sabang Merauke Raya Air Charter (SMAC), departed from Hang Nadim Airport, Batam (BTH/WIDD) at 1318 LT (0618 UTC)1 for a test flight following an engine replacement to the engine number one. The test flight was conducted over Tanjung Pinang Island area. There were five persons on board consisted of two pilots, and three company engineers. At 0628 UTC the aircraft appeared on Tanjung Pinang Approach radar display and was flying toward Tanjung Pinang area. Tanjung Pinang Approach controller informed that the aircraft was identified flying over Tanjung Pinang at 2000 feet. At 0633 UTC the aircraft received clearance to climb to 4000 feet. At 0644 UTC the aircraft disappeared from Tanjung Pinang radar display. The last position of the aircraft identified on the radar display was on 16 miles radial 010º from Tanjung Pinang airport. Tanjung Pinang Approach controller could not communicate with the PK-ZAI. At 0705 UTC, the controller requested relay by another aircraft to search PK-ZAI. The other aircrafts could not communicate with PK-ZAI. At 0706 UTC Tanjung Pinang Approach controller received information from Indonesian Air Force Base at Gunung Bintan that an aircraft had crashed at Gunung Kijang forest, Bintan Island. After receiving the information, Tanjung Pinang Airport staff coordinated with SAR Bureau, local police, and Indonesian Army for search and rescue operation. The aircraft was found at Gunung Kijang forest, Bintan Island at coordinate 1° 10’ 45” N; 104° 34’ 22” E, about 30 km north of Tanjung Pinang Airport. All occupants were fatally injured in this accident. The aircraft was substantially damaged.
Probable cause:
Factors contributed to the accident are as follows:
• The flight test was not properly well prepared; there was no flight test plan.
• The current and applicable CMM is dissimilar the According to the CASA 212-100 and Garrett TPE331-5 Maintenance Manuals related to flight test requirement after the change of only one engine.
• The left engine was shut down using normal/ ground shut down procedure. It used the fuel shut off switches off followed by pulling the Power Lever rearward to reverse, as indicated by the propeller pitch.
• The right engine most likely shut down by wind milling prior the impact, it was indicated the propellers piston distance position to the cylinder was about normal flight range position and no indication of rotating impact on the blades.
• The Casa Service Bulletin No. 212-76-07 Revision 1 issued dated 23 December 1991 (Anti Reverse) that applicable for Casa 212 -100/200, was not incorporated to this aircraft.
• The PIC with pareses or paralysis vestibular organ or system could not response normally to the three dimensional motion or movement. This condition may the subject more sensitive to suffer Spatial Disorientation (SDO). The SDO is the pilot could not perceived rightly his position motion and attitude to the earth horizontal or to his aircraft or other aircraft and could as the dangerous precondition for unsafe action.
• The Director (DGCA) decree No 30/II/200 issued on 20 February 2009 stated that for issuing medical certificate for pilot after 60th birthday require several additional medical examination items. Point 1.b of this decree states the Video Nystagmography examination.(differed the ICAO Doc 8984).
Final Report:

Crash of a Boeing 737-408 in Batam

Date & Time: Mar 10, 2008 at 1020 LT
Type of aircraft:
Operator:
Registration:
PK-KKT
Survivors:
Yes
Schedule:
Jakarta - Batam
MSN:
24353/1721
YOM:
1989
Flight number:
DHI292
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
171
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
On 10 March 2008, a Boeing Company 737-400 aircraft, registered PK-KKT, was being operated by Adam SkyConnection Airlines (Adam Air) as scheduled passenger flight with flight number DHI292. The flight departed Soekarno – Hatta Airport, Jakarta at 01:30 UTC with destination Hang Nadim Airport, Batam and the estimated time of arrival was 03:05 UTC. On board in this flight were 177 people consisted of two pilots, four flight attendants, and 171 passengers. The Pilot in Command (PIC) acted as pilot flying (PF) and the Second in Command (SIC) acted as pilot monitoring (PM). The flight until commencing descend was uneventful. Prior to descend, the flight crew received weather information indicating that the weather was fine. At 0302 UTC the flight crew contacted Hang Nadim tower controller and informed them that the visibility was 1,000 meters and they were sequence number three for landing runway 04. The flight crew of the aircraft on sequence number two informed to Hang Nadim tower controller that the runway was insight at an altitude of about 500 feet. The Hang Nadim tower controller forwarded the information to the flight crew of DHI 292, and followed this by issuing landing clearance, and additional information that the wind velocity was 360 degrees at 8 knots and heavy rain. The DHI 292 flight crew acknowledged the information. The landing configuration used flaps 40 degrees with landing speed of 136 knots. The flight crew were able to see the runway prior to the Decision Altitude (DA), however the PIC was convinced that continuing the approach to landing was unsafe and elected to go around. The Hang Nadim tower controller instructed the flight crew to climb to 3000 feet, maintain runway heading, and contact Singapore Approach. At 0319 UTC, DHI 292 was established on the localizer runway 04, and the Hang Nadim tower controller informed them that the visibility improved to 2,000 meters. While on final approach, the flight crew DHI 292 reported that the runway was in sight and the Hang Nadim tower controller issued a landing clearance. On touchdown, the crew felt that the main wheels barely touch the runway first. During the landing roll, as the ground speed decreased below 30 knots, the aircraft yawed to the right. The flight crew attempted to steer the aircraft back to centerline by applying full left rudder. The aircraft continued yaw to the right and came to stop on the runway shoulder at approximately 40 meters from the right side of the runway edge, and 2,760 meters from the runway 04 threshold. No one was injured in this accident. The aircraft was seriously damaged with the right main landing gear assembly detached and collapsing backward and damaging the right wing and flaps. The right engine was displaced from its attachment point.
Probable cause:
The Flight Data Recorder (FDR) and the Cockpit Voice Recorder (CVR) data were downloaded. The CVR data showed that the aircraft was flying below the correct glide path indicated by a glide slope aural warning, and the crew had difficulty in recovering the condition. The CVR also recorded landing gear warning after touchdown which indicated the landing gear had collapsed. The FDR data showed that the vertical acceleration during landing was 2.97 g, however this amount of vertical acceleration should not damage the landing gear. The FDR data showed that just after touchdown, the right main landing gear collapsed. The FDR also recorded that the aircraft experienced hard landing and had bounced on a previous flight, and the value of the vertical acceleration recorded was 1.78 g. It was most likely that the hard landing and bounce had affected the strength of the landing gear. The examination of the failed landing gear also found corrosion on the fracture surface of the right main landing gear strut.
Final Report:

Ground accident of an Antonov AN-12BP in Batam

Date & Time: Aug 19, 1998
Type of aircraft:
Operator:
Registration:
UR-11528
Flight Phase:
Flight Type:
Survivors:
Yes
MSN:
3 34 10 05
YOM:
1963
Country:
Region:
Crew on board:
0
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Suffered an accident while taxiing at Batam-Hang Nadim Airport. There were no casualties but the aircraft was damaged beyond repair.

Crash of a Casa 212-A4 Aviocar 100 off Batu Islands: 3 killed

Date & Time: Jun 25, 1992
Type of aircraft:
Operator:
Registration:
PK-VSM
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Singapore - Pontianak
MSN:
116/17N
YOM:
1979
Country:
Region:
Crew on board:
3
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
3
Circumstances:
The twin engine aircraft departed Singapore-Seletar Airport on a cargo flight to Pontianak, carrying three crew members and a load consisting of engine spare parts. About 65 minutes into the flight, the captain informed ATC about the failure of the right engine. The aircraft then descended with a rate of 200 feet per minute until the altitude of 3,500 feet when the last radio contact was recorded. The airplane crashed in the sea about 128 km west of Pontianak, in the region of Batu Islands. Few debris were found floating on water but no trace of the three occupants.
Probable cause:
It is believed that the right engine failed in flight because the aircraft was overloaded. It was reported that no mission order or any weight & balance sheet have been published prior to departure.

Crash of a GAF Nomad N22SL off Mapur Island: 3 killed

Date & Time: May 4, 1987
Type of aircraft:
Operator:
Registration:
P-817
Flight Phase:
Survivors:
Yes
Schedule:
Natuna Ranai - Tanjung Pinang
MSN:
125
YOM:
1982
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
12
Pax fatalities:
Other fatalities:
Total fatalities:
3
Circumstances:
While on a maritime patrol flight from Natuna Ranai to Tanjung Pinang, the crew was approaching a Singapore warship when an engine failed. Unable to maintain a safe altitude, the pilot attempted to ditch the aircraft when it crashed in the sea off Mapur Island. Two passengers and the captain were killed while 11 other occupants were rescued.
Probable cause:
Engine failure for unknown reasons.

Crash of a Lockheed L-749A Constellation off Natuna Besar Island: 16 killed

Date & Time: Apr 11, 1955 at 1625 LT
Operator:
Registration:
VT-DEP
Flight Phase:
Survivors:
No
Schedule:
New Delhi – Hong Kong – Jakarta
MSN:
2666
YOM:
1951
Country:
Region:
Crew on board:
8
Crew fatalities:
Pax on board:
11
Pax fatalities:
Other fatalities:
Total fatalities:
16
Circumstances:
The aircraft took off from Hong Kong-Kai Tak Airport bound for Jakarta at 0425 hours Greenwich Mean Time carrying 8 crew members and 11 passengers. The flight was uneventful until approximately five hours after take-off when a muffled explosion was heard in the aircraft while cruising at an altitude of 18,000 feet over the sea. Smoke started entering the cabin through the cold air ducts almost immediately and a localized fire was detected soon after on the starboard wing behind the number three engine nacelle. A rapid descent was commenced for ditching the aircraft and distress signals broadcast. In spite of fire fighting action, during which No. 3 engine was feathered, the fire spread very rapidly and caused hydraulic failure followed by electrical failure. During the final stages of the descent, executed under extremely difficult circumstances, dense smoke entered the cockpit reducing the visibility to almost nil. The aircraft impacted the water with the starboard wing tip, and the nose submerged almost instantaneously. Only three crew members survived the accident. The aircraft was destroyed. All passengers were Chinese and European journalists flying to Jakarta to take part to the Asia-Afro Bandung Conference.
Probable cause:
The cause of this accident was an explosion of a timed infernal machine placed in the starboard wheel well of the aircraft. This explosion resulted in the puncturing of No. 3 fuel tank and an uncontrollable fire. It is believed that the Chinese Premier Zhou Enlai was the target of this act of sabotage. His travel plans had been kept secret and he left China three days later.
Final Report: