A fuel-saving prize ruined a 21-year-old captain
Galuda Eagle Airlines logo
0March 7, 2007 At around 6:40 local time on March 7, 2007, Indonesia Over Java Island, an Indonesian Garuda Eagle Airlines Boeing 737-497 passenger aircraft (registration number PK-GZC, first flight on November 5, 1992, has previously served several airlines. It was 15 years old until the time of the incident, and is an old aircraft. It has a total flight time of 35,200 hours and 37,300 take-off and landing cycles) is preparing to lower the altitude and enter the approach procedure. The aircraft is flying flight GA200 from Sukarno Hada International Airport to Yogyakarta Adisu Giputo International Airport (short domestic flight). There were 2 crew members, 5 flight attendants and 133 passengers on board at that time (19 foreigners were among the passengers, including several Australian journalists who reported the visits to Java by then Australian Foreign Minister Alexander Donner and Attorney General Philip Rudock, and a member of Foreign Minister Donner's security team, Air Force Major Kyle Kunlan of Australia's 34th Special Aircraft Squadron).
air catastrophe shot, the captain of the route from Jakarta to Yogyakarta
flight flight GA200 was Mohamed Mawoto Komar, who was 44 years old at the time. He had more than 21 years of seniority in Indonesia's Garuda Airlines and was one of the oldest captains in the company at that time. He had a total flight time of 13,421 hours, of which 3,703 hours were obtained when he was flying as the captain of the Boeing 737. The co-pilot was Gelkin Rahman, who was 30 years old at the time and had a total flight time of 1,528 hours, of which 1,353 were obtained on the Boeing 737.
Air Catastrophe, Captain Mohamed Mawoto Komar
Air Catastrophe, Co-pilot Gelkin Rahman
It is worth mentioning that since its establishment in 1950, Garuda Eagle Airlines has suffered a total of 13 major accidents, killing people, and being one of the worst airlines under the ICAO rating. The latest air crash occurred on January 16, 2002. The PK-GWA Boeing 737-3Q8 passenger plane, which was flying flight GA421, suffered excessive hail and was shut down due to severe weather during the flight, and finally landed on the Solo River. 1 out of 6 crew members/flight crew members and 54 passengers on board 1. 14 people were killed and injured, and the plane was scrapped (for details, please see the factory manager
, the Jialuda Airlines Boeing 737, which was parked on the apron of the Yogyakarta International Airport. Photographed by: HAPPYLIFE_1987
The problem appears here: Java approach requires the visual approach of flight GA200, but the captain of flight GA200 decided to blindly land and approach, but did not inform tower of this decision. Although the co-pilot responded to "visual approach", the approach method did not change.
co-pilot: "Landing light."
captain: "On."
co-pilot: "Add frequency."
captain: "Checked."
captain: "Checked."
captain: "Checked."
captain: "Landing light."
captain: "On."
captain: "Open."
captain: "Add frequency."
captain: "Checked."
captain: "Checked."
Co-pilot: "Safety belt indicator."
Captain: "On."
...
Co-pilot: "The inspection order was completed before landing."
Captain: "Okay, we can approach runway 9 at 88°."
Co-pilot: "Okay, sir."
Captain: "The approach flap is 40°, the automatic brake is adjusted to 2, the approach airspeed is 141 knots, and the stop position is on the left hand side after landing."
Co-pilot: "Okay, the approach briefing is completed."
...
Due to a strong wind flow on the approach route, it affected the flight attitude of the aircraft, causing the aircraft to approach 10 meters away from the runway When inside, the flight altitude was 1500 feet higher than the approach altitude specified in the approach chart (the airspeed was 290 knots at that time).
Computer simulation: the captain saw the Yogyakarta Airport runway at the angle, production: The FlightChannel
Java approach: "Galudarta 200, please contact Yogyakarta Tower, frequency XXX.X, goodbye."
Co-pilot: "I understand, XXX.X, Jialuda 200."
...
Co-pilot: "Yogyakarta Tower, Jialuda 200 request the last approach."
Yogyakarta Tower: "Received, Jialuda 200, runway 9, you can approach, and you will get rewarded after seeing the runway."
Co-pilot: "Received, Jialuda 200. "
Captain: "Flag 1. "
Co-pilot: "Okay, put the flap 1 down. "
Captain: "Put the landing gear. "
Co-pilot: "Okay, put the landing gear. "
Captain: "Our current height. ”
Co-pilot: “3000 feet. "
Captain: "Put the flap to 15°. "
Co-pilot: "Okay, flap 15°. "
...
Second view of the PK-GZC Boeing 737-400 passenger plane drawn by the factory director
Because the captain found that the approach height was too high, he decided to increase the angle of the flap lowering to accelerate and reduce the altitude, but this move led to an increase in the airspeed of the aircraft (the excessively fast descent rate caused the ground approaching warning system to ring in the process of approaching 15 sounds, such a fast descent rate made Kyle Kunlan, who was born in the Air Force pilot, notice something was wrong and quietly reminded his colleagues, "We must be prepared"). Moreover, because the airspeed of the aircraft exceeded the maximum allowable speed of the flap, the co-pilot did not place the 15° flap as the captain's instructions, but only placed it at 5° (this is the maximum flap angle that can be lowered at the airspeed at that time). Captain
: "I received the landing permit, and I am still 2 miles from the runway. "
Co-pilot: "The descent rate is too high, will fly back to . "
Captain: "Flags 5°, continue to approach. "
Co-pilot: "This is not the setting of the landing flap, sir. "
Captain: "Execute! "
Co-pilot: "Okay, sir. Flaps 5°. "
When the PK-GZC Boeing 737-497 passenger plane of Garuda Eagle Flight 200 approached to runway 9 of Yogyakarta Adisu Giputo International Airport, the airspeed reached 232 knots (98 knots faster than the specified landing speed), it was still 89 feet away from the runway when the plane crossed the runway head.
computer simulation, flight GA200 approaching runway 9 of Yogyakarta Runway, production: TheFligh tChannel
After crossing the head of runway No. 9, the main wheel of the aircraft was grounded and grounded for the first time, with a ground stall of 221 knots, which was 87 knots higher than the specified grounding speed. After grounding, the aircraft was bounced heavily.
Air catastrophe screen: Flight GA200 that bounced up after the first landing
Co-pilot: "Return to flight, captain! We want to fly back! "
Just as the voice fell, the plane landed again and was bounced up again. When it landed again, the nose of the plane leaned downward and the front landing gear was heavily grounded and it was broken. Then the main landing gear was grounded and the nose hit the runway heavily. In the posture of "mouthing mud" and continued to rush to the end of the runway at high speed. At this time, the reverse pushing device of the two engines officially began to operate, but it was useless.
Air catastrophe screen: Continuous shot of GA200 flight rushing out of the airport runway
Finally, the PK-GZC Boeing 737-497 passenger plane of Garuda Eagle Airlines Flight PK-GZC rushed out of the end of Runway 9 at a speed of 110 knots and began to tilt right. It continued to rush through the 60-meter buffer zone and then broke through the airport fence, passed the embankment, rushed over a highway, and rushed into a rice field. During this process, the fuselage broke from the nose, and then the right wing was broken, and the second engine was also knocked away. The broken right wing fell 240° and fell on the left wing to cut off the left wing in half. Engine 1 then broke away. Then it finally stopped 252 meters after rushing out of the runway. The fuel tank caught fire immediately after it was broken.
Air catastrophe scene: Continuous shot of GA200 flight crashing into the rice field sank
After the aircraft was stopped, the crew and crew immediately organized the evacuation of passengers. Before the entire aircraft was finally burned by the fire, 7 crew members/crew members and 112 people The passengers successfully evacuated the plane because the crash site was in rice fields and ditches were crisscrossing. The fire truck sent from the airport was inconvenient to approach, which delayed rescue (the fire truck was parked on the road, and the water-hall pipe dragged out by the firefighters was often run over by vehicles passing by on the road, causing several water-hall pipes to be crushed and damaged and leaked, causing the fire truck to spray water to put out the fire 45 minutes after the crash. The fire was extinguished after 2 hours and 10 minutes). The 21 passengers were buried in the crash process and the fire caused by the crash.
Galuda Eagle GA200 flight crash site
Indonesia National Security Transportation Commission led the investigation of the accident. The National Security Transportation Commission, US Federal Aviation Administration and Boeing also sent a joint investigation team to Indonesia to assist in the investigation.
In response to the inquiry by the investigation team, Captain Mohamed Mavoto Komar claimed that he suddenly encountered a sinking airflow before the plane landed, and the plane's flap may have malfunctioned, but the investigation team found that he had lied to the investigation team after half a month of investigation. In the final investigation report, the investigation team determined that there was no evidence that the aircraft or other systems had any defects or failures that could cause the accident. It was entirely because the captain insisted on approaching, could increase the descent rate, and landing caused the grounding speed to be too large (more than 230 knots) and the brakes were not in time, causing the plane to rush out of the runway. The captain focused on trying one approach successfully, and did not notice the suggestion of the co-pilot's termination of approach and going back. However, because of insufficient training, the co-pilot does not have the courage or ability to take over the control of the aircraft under special circumstances in accordance with the airline's regulations.
was not placed in the maximum 40° gear during approaching, and even the 15° flap co-pilot that the captain repeatedly asked for was only placed in 5° (the reason is that the 5° flap was the maximum flap angle allowed by the airspeed at that time, but the co-pilot did not inform the captain of this situation).
Garuda Eagle Airlines PK-GZC Boeing 737-400 aircraft drawn by this factory director1
Garuda Eagle Airlines PK-GZC Boeing 737-400 aircraft drawn by this factory director2
Garuda Eagle Airlines PK-GZC Boeing 737-400 aircraft drawn by this factory director2
Garuda Eagle Airlines PK - Details of the Boeing 737-400 aircraft of GZC 3
Details of the Garuda Eagle Airlines PK-GZC 737-400 aircraft of this factory director 4
On March 1, 2007, Garuda Eagle Airlines issued a new fuel efficiency award, stipulating that if the fuel consumption of the flight during flight is lower than normal, the crew will receive a considerable bonus. This is considered to be the reason why the captain refused to go back to flight, and of course the captain denied it.
Although some people pointed out that the length of the Yogyakarta Airport runway safety zone is only 60 meters, which is lower than the standard length of 90 meters, the investigation team believes that even the length of the safety zone is 90 meters, it is not enough to allow the aircraft to stop in the safety zone.
According to the investigation team's investigation results, Captain Mohamed Mavoto Komar was arrested by the police on April 4, 2008. The prosecution accused him of six counts of manslaughter. In court, the co-pilot Gelkin Rahman testified that he had been advised to return to the flight several times but failed, and eventually he lost consciousness due to the violent impact.
On April 6, 2009, Captain Mohamed Mavoto Komar, then 46, was found guilty of being convicted and sentenced to two years in prison, but was released in 2010 after serving another year of prison.
After the Yogyakarta Air Line 200 flight, the image of Flying Announcement that Garuda Air has struggled to shape collapsed again, affecting other Indonesian airlines. Shortly after the crash, the EU announced that it would ban Garuda Air's passenger planes and other Indonesian airlines' passenger planes from flying into EU airspace.
After this incident, Garuda Eagle Airlines, which learned from the pain, carried out drastic reforms within the company and lifted the EU's flight ban in June 2009.
PK-GZC performance data:
Model: Boeing 737-497
Crew: 2 crew members + 166 crew members (standard)
Length: 36.4 meters
Wingspan: 28.9 meters
Height: 11.1 meters
Empty weight: 332 00kg
Maximum takeoff weight: 68050kg
Engine: Two CFM56-3B2 turbofan engines from International Aviation Engine Company, single thrust of 104.5kN
Economic cruise flight speed: 813km/hour
Maximum full load range: 4005km
Practical ceiling: 11278m
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