Garuda Indonesian Airways

Boeing 737-400

On 7 March 2007, a Boeing Company 737-497 aircraft, registered PK-GZC, was being operated by Garuda Indonesia on an instrument flight rules (IFR), scheduled passenger service, as flight number GA200 from Soekarno-Hatta Airport, Jakarta to Adisutjipto Airport, Yogyakarta. There were two pilots, five flight attendants, and 133 passengers on board. The pilot in command (PIC) and copilot commenced duty in Jakarta at about 21:30 Coordinated Universal Time (UTC), or 04:30 local time, for the flight to Yogyakarta. Prior to departing Jakarta, during the push back, the PIC contacted the ground engineers and informed them that the number-1 (left) engine thrust reverser fault light on the cockpit instruments had illuminated. The engineers reset the thrust reverser in the engine accessories unit and the fault light extinguished. The scheduled departure time was 23:00. The aircraft took off from Jakarta at 23:17, and the PIC was the pilot flying for the sector to Yogyakarta. The copilot was the monitoring/support pilot. During the cruise, just before top of descent, the crew was instructed by Jakarta Control to ‘maintain level 270 and contact Yogya Approach 123.4’. The copilot acknowledged; ‘contact Yogya 123.4, Indonesia 200’. The PIC started to give a crew briefing at 23:43 stating: ‘in case of holding, heading of 096’. The briefing was interrupted by a radio transmission from Yogya Approach, giving GA200 a clearance to Yogyakarta via airway W 17 for runway 09, and a requirement to report when leaving flight level 270. When radio communication was completed, the PIC continued with the crew briefing for an ILS approach, stating: When clear approach ILS runway 09, course 088. (C) Frequency 1091, aerodrome elevation three hundred fifty, (C) leaving two thousand five hundred by 6 point 6 DME ILS, (C) to check four DME one thousand six hundred seventy, (C) crossing two DME one thousand thirty seven. Decision Altitude ILS Cat I, five eight seven, two three seven both set, approach flap forty, auto brake two. Speed one three six, one five one, two twenty. Timing from final approach-fix to VOR 6 DME. (C) With airspeed approximately one four one, two minutes thirty six. (C) In case localizer, MDA seven hundred, localizer, miss approach, at point six. (C) DME ILS India Juliet oscar golf. (C) On landing, to the left standby parking stand. Go-around missed approach climb one thousand five hundred turn left. To holding fix via Yogya VOR, continue climb four thousand feet, to cross Yogya at or above two thousand five hundred DME eight. (C). Twelve minutes and 17 seconds later, Yogya Approach cleared GA200 ‘for visual approach runway zero nine, proceed to long final, report runway in sight’. The copilot acknowledged the clearance and asked for confirmation that they were cleared to descend to circuit altitude, Yogya Approach replied ‘descend to two thousand five hundred initially’. The crew informed the investigation that they were conducting an Instrument Landing System (ILS) approach to runway 09, in visual meteorological conditions (VMC). However they did not inform Yogya Approach or Yogyakarta Tower that they were flying the 09 ILS approach. At 23:58:10, the aircraft overran the departure end of runway 09 at Yogyakarta Airport. The PIC reported that as the aircraft was about to leave the runway, he shut down both engines. The aircraft crossed a road, and impacted an embankment before stopping in a rice paddy field 252 meters from the threshold of runway 27 (departure end of runway 09). The aircraft was destroyed by the impact forces and an intense, fuel-fed, post impact fire. There were 119 survivors. One flight attendant and 20 passengers were fatally injured. One flight attendant and 11 passengers were seriously injured.

Boeing 737-300

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.

Airbus A300-600

On 26 September 1997 the Garuda Indonesia Flight GA 152, PK-GAI Airbus A300-B4 departed from the Jakarta Soekarno-Hatta International Airport at 04:41 UTC. The aircraft was on a regular scheduled passengers flight to Polonia International Airport of Medan, North Sumatera with estimated time of arrival 06:41 UTC. Flight GA 152 was flying under Instrument Flight Rules during daylight. Before the flight, the flight crew reported to Garuda Indonesia Flight Operations office to receive flight briefings, including Notice to Airmen (NOTAM), weather conditions and forecast en-route, at destination and alternate airports, as well as the flight plan. The NOTAM stated that the MDN VOR was overdue for maintenance and advised to use the facility ‘with caution', although the Medan VOR has been calibrated with both ground and flight calibration on 14 June 1997 and valid until 14 December 1997, the use of Medan VOR was classified as “restricted due to radial course alignment at 270 degrees radial”. At the time of flight-planning, the visibility from Medan TAFOR (26 September 1997, 00.00 UTC – 24.00 UTC) was 1000 meters in smoke. The dispatcher stated that he received information through company channel that the actual visibility at Medan was 400 meters in smoke, which was below the minimum required visibility for runway 05 ILS of 800 meters. At 06:12:51 GA 152 requested a descend clearance to Medan Control. Medan Control cleared the aircraft to descend to FL 150. On passing FL 150, GA 152 was informed that the aircraft was in radar contact, at a distance of 43 nautical miles from MDN VOR/DME. The crew was then instructed to descend to 3000 ft for a landing on Runway 05 and to reduce the speed to 220 knots to allow Bouraq flight BO 683 to takeoff from Runway 23 at 06:20:47. GA152 requested a speed of 250 knots below 10000 feet which was approved. At 6:27:12, Medan Approach instructed GA 152 to maintain altitude on heading to Medan VOR/DME. GA 152 confirmed this instruction at 6:27:21. At 06:27:50 Medan Approach transmitted an instruction “Merpati one five two you er .. turn left heading two four zero vectoring for intercept ILS runway zero five from the right side traffic now er.. rolling”. There was no response by any aircraft to this transmission. At 06:28:06 Medan Approach enquired “Indonesia one five two do you read”. GA 152 asked the ATC to repeat the message. At 06:28:13 Medan Approach instructed GA 152 to “Turn left heading er.. two four zero two three five now vectoring for intercept ILS runway zero five”. This instruction was acknowledged by GA 152. At 06:28:52 the PIC asked the Medan Approach whether the aircraft was clear from the mountainous area northwest from Medan. This was confirmed by Medan Approach, and GA 152 was instructed to continue turning left on heading 215°M. At 06:29:41, GA 152 was instructed to descend to 2000 ft and the crew acknowledged it. Recorded FDR information indicates the aircraft is essentially wings level, heading approx 225M° and passing through 3000 feet on descent. Then at 06:30:04 GA 152 was instructed to turn right heading 046 degrees, and to report when established on the localizer. This was acknowledged by GA 152, but misread the heading “Turn right heading zero four zero Indonesia one five two check established”. Meanwhile recorded FDR information indicates the aircraft commences a roll to the left, heading reducing indicating a left turn and passing through 2600 feet on descent. At 6:30:33, while turning left, First Officer reminded the Captain to turn right. Two seconds later GA 152 queried Medan Approach whether the turn is to the left or to the right onto heading 046 degrees. At 6:30:39 Medan Approach replied “Turning right Sir”, which was acknowledged by GA 152. FDR data shows that the aircraft began to roll to wings level. At 06:30:51 Medan Approach asked whether GA 152 was making a left turn or a right turn. Recorded FDR information indicates the aircraft was wings level and rolling to the right, heading approximately 135°M and increasing, at 2035 feet pressure altitude on descent. GA 152 responded “We are turning right now”. At 06:31:05 Medan Approach instructed GA 152 to continue turning left. Recorded FDR information showed that at this point the aircraft had passed the assigned 2000 ft altitude and continued descending. GA 152 replied “Err...confirm turning left we are starting to turn right now”. During the interview, the controller stated that it was around this time that he recognized that the aircraft went below the required altitude (1800 ft and descending). Recorded FDR information indicates the aircraft reduced right roll from approx 24.3º to 10.2° and then rolled right again to approx 25°, while heading was increasing indicated a right turn was being maintained and the aircraft continued descending. At 06:31:32 the sound of tree impact is recorded. The elevation of the initial impact with the trees was at about 1550 ft above sea level. The final impact on the bottom of a ravine approximately 600 meters from the first tree impact destroyed the aircraft, and 234 people on board of the aircraft perished. There were no ground casualties.

Douglas DC-10

During the takeoff roll at Fukuoka-Itazuke Airport runway 16, at a speed of 158 knots, the captain started the rotation. During initial climb, at a height of about 3 metres, the right engine suffered a loss of power after a fan blade located on the 1st stage of the high pressure compressor disk separated. The N1 dropped to 23,7% and five seconds later, the flight engineer informed the crew about the failure of the engine n°1. The captain decided to abort the takeoff and landed back on runway. The aircraft contacted ground with a vertical acceleration of 2,1 g then thrust reversers were deployed and ground spoilers were extended. Unable to stop within the remaining distance, the aircraft overran, crossed a road, skidded for about 620 metres before coming to rest in an open field, bursting into flames. Three passengers were killed.

Douglas DC-9

On approach to Denpasar-I Gusti Ngurah Rai Airport, Bali, the aircraft was too high on the glide. The captain made an overcorrection, causing the aircraft to approach the runway with a high rate of descent. In a nose-up attitude, the aircraft struck the runway surface with a positive acceleration of 5 g. After landing, the crew completed the deceleration and braking procedure, vacated the runway and rolled to the gate where all occupants disembarked safely. A complete inspection of the aircraft by technicians revealed that it suffered major fuselage damages and was later declared as damaged beyond repair.

Douglas DC-9

On final approach to Medan-Polonia Airport, pilots encountered poor weather conditions with thunderstorm activity, turbulences and heavy rain falls. On final, the aircraft became unstable and lost height. The pilot increased engine power when the aircraft struck a television antenna, stalled and crashed in a field, bursting into flames. 23 occupants were killed while 22 others were injured.

Douglas DC-9

Following several errors during the final approach, the aircraft altitude over the runway 09 threshold was too high. The pilot-in-command decided to continue the landing and the touchdown was completed 1,800 meters past the runway threshold. Unable to stop within the remaining distance, the aircraft overran, lost its undercarriage and came to rest in a mangrove, broken in three. All 75 occupants were evacuated, some of them were injured. The aircraft was destroyed.

Douglas DC-9

For unknown reasons, the aircraft landed hard and bounced three times. On the third impact, the aircraft recorded a positive aerodynamic force of 5,8 g that caused the fuselage to break in two between sections 737 and 756. All five crew members escaped uninjured while the aircraft was written off.

Fokker F28 Fellowship

At liftoff from Bandar Lampung-Branti Airport runway 14, the captain realized that one of the engine failed. He abandoned the takeoff procedure and landed back onto runway. Unable to stop within the remaining distance, the airplane overran, struck a concrete wall and crashed on a small hill located 138 meters past the runway end. Both pilot and a passenger were killed while 12 occupants were injured and 46 others escaped uninjured. The aircraft was destroyed.

Fokker F28 Fellowship

Following an uneventful flight from Jakarta-Kemayoran Airport, the crew initiated the approach to Bandar Lampung-Branti Airport. After landing on a wet runway, the airplane encountered difficulties and was unable to stop within the remaining distance. It overran, lost its undercarriage and slid for about 750 meters before coming to rest in flames. The aircraft was destroyed and all 27 occupants were killed.

Douglas DC-9

For unknown reasons, the airplane christened 'Brantas' landed hard at Banjarmasin-Syamsudin Noor Airport. All 126 occupants escaped, six of them were slightly injured. The aircraft was written off.

Fokker F28 Fellowship

The Fellowship christened 'Mamberamo' departed Palembang Airport at 1732LT on a schedule flight to Medan. After the crew was cleared for an NDB approach to runway 05 at Polonia Airport, he started the descent in a limited visibility. While descending at an altitude of 5,560 feet by night, the airplane struck the slope of Mt Sibayak (2,194 meters high) located about 38 km southwest of Medan-Polonia Airport. The aircraft was totally destroyed upon impact and all 61 occupants were killed.

Fokker F28 Fellowship

The airplane departed Denpasar-Ngurah Rai Airport at 1829LT on a positioning flight to Surabaya, carrying a crew of four. Following a level off at FL165, the crew was cleared to start the descent to Surabaya-Juanda Airport and passed successively FL100 and FL60 when the airplane struck the slope of Mt Bromo (1,890 meters high) located about 33 km southwest of Probolinggo. The aircraft was destroyed upon impact and all four crew members were killed.

Fokker F28 Fellowship

While descending to Palembang-Sultan Mahmud Badaruddin II Airport, the crew encountered foggy conditions that reduced the visibility to 50 meters. On final approach, the airplane descended too low when it struck coconut trees and crashed about 4 km short of runway 28. All four crew members and 21 passengers were killed as well as one people on the ground. All 36 other occupants were injured. The aircraft was destroyed.

Fokker F27 Friendship

While descending to Bandar Lampung-Branti Airport, the crew encountered poor weather conditions. On final, the airplane passed below the glide when it struck a building and crashed in flames. Three passengers were rescued while 33 other occupants were killed, among them all four crew members.

Douglas C-47 Skytrain (DC-3)

The crew was completing a positioning flight to Broome to pick up oil rig workers to Portuguese Timor on behalf of the Burma Oil Company. The approach and landing were completed in heavy rain falls due to monsoon. After touchdown, the airplane went out of control, veered off runway and lost its undercarriage and engines before coming to rest. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

Fokker F27 Friendship

The crew was engaged in a local training flight from Jakarta-Kemayoran Airport. Shortly after takeoff from runway 35, while in initial climb, the airplane banked right and crashed 90 meters to the right of the runway. The aircraft was destroyed and all three pilots were killed.

Convair CV-990

Less than five minutes after a night takeoff from Bombay-Santa Cruz Airport, while climbing, the aircraft entered a nose-down attitude then plunged into the earth and crashed in a huge explosion some 32 km north of the airport. The aircraft disintegrated on impact and all 29 occupants were killed as well as one person on the ground. Few houses were damaged and few other people were injured.

Lockheed L-188 Electra

Flight 708 was a scheduled domestic flight from Jakarta to Manado, with intermediate stops at Surabaya and Makassar. It departed Djakarta at 0030 hours GMT on 15 February and proceeded on an IFR flight plan to Surabaya. While en route to Surabaya No. 4 engine would not synchronize. The flight landed at 0200 hours at Surabaya where an oil leak on No. 1 propeller was found. After rectifying these faults the flight departed from Surabaya at 0300 hours. On approaching Makassar bad weather was reported and after two attempts to land, the pilot-in-command elected to divert to another aerodrome. Two aerodromes were available - Denpasar, the first alternate and Surabaya. Although Surabaya was at a greater distance, the pilot-in-command decided for various reasons to return to Surabaya-Juanda and remain overnight. An oil leak on No. 1 propeller was again observed and noted for rectification. The flight departed the next morning at 0010 hours for Makassar where it landed without incident. After approximately a one hour stop at Makassar the flight proceeded to Menado with an estimated time of arrival there of 0512 hours GMT. On approaching Menado the pilot-in-command requested the weather conditions and was given a cloud base of 900 ft and a visibility of 2 km. At an altitude of 1 500 ft the town of Menado and the beach were visible and the aircraft made a 360° turn over the bay of Menado: the aircraft then descended to 900 ft and intercepted the beach on a heading of 120' intending to make an approach to runway 18. The pilot-in-command sighted the runway to his right, continued the approach through a gap between two hills, and called for the undercarriage to be lowered and completion of final checks. He instructed the flight engineer to stand by for an overshoot at which time the approach was being continued with the flaps in the landing position. The aircraft banked 15°-20° to the right, and the co-pilot monitored and called the airspeed. After passing a hill 200 ft above the runway elevation and some 2 720 ft before the runway threshold the pilot-in-command realized he was too high, also the aircraft was still to the left of the centre line and banked to the right. The nose of the aircraft was lowered and after intercepting the glide path at an indicated airspeed of 130 kt the control column was moved rearwards to a normal descent position. With the airspeed rapidly decreasing below the target threshold speed of 125 kt, and whilst still banked to the right, the aircraft landed heavily 3 ft short of the runway manoeuvring area and some 156 ft short of the runway threshold. The undercarriage collapsed and the aircraft skidded, caught fire and came to rest on the runway 1 442 ft after the threshold on a heading of 225°. 22 passengers were killed.

Douglas C-47 Skytrain (DC-3)

While approaching Palembang-Sultan Badaruddin II Airport, the airplane collided with a second Garuda C-47 registered PK-GDU. Inbound from Medan, the second aircraft was also carrying 13 passengers and four crew members. Following the collision, both aircraft went out of control and crashed in a swampy area. All 34 occupants on both aircraft were killed.

Douglas C-47 Skytrain (DC-3)

While approaching Palembang-Sultan Badaruddin II Airport, the airplane collided with a second Garuda C-47 registered PK-GDE. Inbound from Jakarta, the second aircraft was also carrying 13 passengers and four crew members. Following the collision, both aircraft went out of control and crashed in a swampy area. All 34 occupants on both aircraft were killed.

Scottish Aviation Twin Pioneer

Crashed in unknown circumstances somewhere in Indonesia, killing all seven occupants.

De Havilland DHC-2 Beaver

Crashed in unknown circumstances.

Scottish Aviation Twin Pioneer

Crashed on takeoff from an airport located somewhere in Indonesia. There were no injuries but the aircraft was damaged beyond repair.

Convair CV-240

Crashed on landing at Ambon-Pattimura Airport. There were no casualties while the aircraft was written off.

Douglas C-47 Skytrain (DC-3)

Suffered a ground accident at Kemayoran Airport in Jakarta. The exact circumstances of the occurrence remains unknown and three people were killed.

Convair CV-240

Suffered a ground accident at Palembang Airport. There were no injuries but the aircraft was written off.

Douglas C-47 Skytrain (DC-3)

On approach to Surabaya Airport, the airplane struck a mountain, killing all 14 occupants.

Douglas C-47 Skytrain (DC-3)

The aircraft departed Surabaya-Juanda Airport in the evening bound for Balikpapan. While in cruising altitude, the airplane disappeared from radar screens and crashed into the Java Sea. SAR were conducted but eventually suspended after few days as no trace of the aircraft nor the 26 occupants was found. The crew was unable to send any distress call prior to the accident.

Douglas C-47 Skytrain (DC-3)

The aircraft departed Jakarta Airport at 1009LT on a flight to Surabaya with intermediate stop at Bandung and Yogjakarta. The crew continued at 3,500 feet and received the permission to climb to 9,500 feet at 1043LT. At this time, the crew was requested to contact Bandung Tower. Five minutes later, while cruising at an altitude of 5,400 feet, the airplane struck the west slope of Mt Burangrang. The wreckage was found four days later and all 21 occupants were killed.

Douglas C-47 Skytrain (DC-3)

About 13 minutes after takeoff from Palembang Airport, the crew reported the failure of the right engine and elected to return for a safe landing. In marginal weather conditions, the captain descended through the clouds with a rate of 300 feet per minute and after passing the last cloud layer, the aircraft banked right and crashed in a swampy area located 5 km short of runway threshold. A pilot was killed while the second crew was injured. The aircraft was destroyed.

De Havilland DH.114 Heron

Suffered a mishap at Jakarta Airport. There were no injuries.

Douglas C-47 Skytrain (DC-3)

Following an uneventful flight from Jakarta via Palembang, the crew started the approach to Jambi Airport. After touchdown, the aircraft encountered difficulties to stop and overran. While contacting a soft ground, the airplane lost its undercarriage and came to rest in a muddy field. All 22 occupants were evacuates safely while the aircraft was damaged beyond repair.

Douglas DC-3

While approaching Ipoh on a flight from Medan, the crew encountered poor weather conditions when control was lost. The aircraft crashed into the Malacca Strait, few km off shore, killing all 17 occupants.

Douglas C-47 Skytrain (DC-3)

After landing at Juanda Airport, the aircraft went out of control, veered off runway and came to rest into a ditch. Both pilots were killed while all other occupants were injured.