Garuda Indonesia Flight 152 is Indonesia's scheduled domestic passenger flight from Soekarno-Hatta International Airport in Jakarta to Polonia International Airport in Medan, North Sumatra, operated by Garuda Indonesia using registered Airbus A300B4 PK-GAI.
On September 26, 1997, Flight 152, on its last approach to Polonia International Airport, crashed into a 30 mile (48 km) jungle forest from Medan during low visibility caused by the Southeast Asian mist of 1997. All 234 passengers and crew were killed in the disaster. The location of the accident was in a ravine near the village of Buah Nabar in the district of Sibolangit in southern Medan.
Flight 152 remains the single most lethal single plane crash in Indonesia, and the deadliest aviation accident in 1997.
Video Garuda Indonesia Flight 152
Accident
At around 1 pm, the air traffic controllers in Medan lay off Flight 152 for the ILS approach to Runway 05 from its current position of 316 degrees, and the crew, led by Captain Rahmo Wiyogo, 42, a pilot with over 20 years experience flying in Garuda Indonesia and more than 12,000 flight hours, and First Officer Tata Zuwaldi, a former flight engineer who recently upgraded to pilot, was ordered to turn left to 240 degrees to intercept the ILS flare. 120 seconds before impact, the crew was asked to turn left further, up to 215 degrees, and down to 2000 feet. At 1:30 pm, Medan directs the flight to turn right towards 046 to line up for the arrival to Runway 05, and asks the crew to report which direction the aircraft is traveling. Air traffic controllers then became confused about which plane they were talking to, as another flight, Flight Merpati Nusantara Airlines 241 was also in the area at the time.
It should be noted that on the previous day Flight 152, Merpati Nusantara Flight, was handled by the same air traffic controller. This causes the erroneous controller to say "Pigeon one five two turns left toward 240 to intercept the five zero runway from the right side"; because the wrong call mark was used, Garuda pilot ignored this instruction. The controller, when not receiving a response, asks the pilot whether they hear instructions; this time the correct calling mark "Indonesia 152" is used. The controller then repeats his instructions, though he does not say that the flight will approach him on the south side of the runway, or the right side. Pilots believe they fly the approach on the north side of the airport, such as the approach on the approach charts used by pilots. So when the pilot is instructed to turn right into the 046 heading that retains 2,000 feet to catch the localizer for the ILS to Runway 05, due to the habit - or maybe because the captain's approach begins turning left to heading 046. The First Officer is interrupted during the turn and not watched for a while that the plane was turning left. As he watched, he told the captain that he was turning in the wrong direction, and the captain asked the controller which way they should turn, the controller confirmed they turned right. A confusing conversation occurs where the way to turn, with the controller not having a clear picture of what the flight is doing, because the Medan radar system has a 12 second refresh time.
Without a constant up-to-date view of the flight heading, the controller thinks that the plane continues to lag, when it actually turns right and into the plateau. During this time the flight dropped through 2,000 feet because the captain entered the wrong height of 1,500 feet. The pilots did not notice this because of the poor visibility of the Southeast Asian mist of 1997. When pilots saw the mountain they tried to climb trees but did not have enough time; Airbus A300 then hit the top of the tree and hit a 45 km high plateau from the threshold of Runway 05, 18 km to the south of the midline. The plane crashed into the underground right wing, veering toward the airport though at a 311-degree heading at 1,510 feet, MSL, at 1:34 pm. All 234 people in it were killed.
Maps Garuda Indonesia Flight 152
Citizenship
The passengers are mostly Indonesians, but include two Britons, one French, four Germans, two Americans, two Canadians, one Italian, one Dutch, six Japanese, three Taiwanese, one Australian and one Malaysian.
Passenger and crew nationality
Fixed passenger
Forty-eight bodies recovered from the collision were never identified and buried in a mass grave in a cemetery outside Medan's Polonia Airport, where 61 Garuda Fokker F28 1979 casualties were also buried. The remaining 186 bodies were identified and returned to their families for private burial.
Investigation
The cause of the accident, according to official reports of the National Transportation Safety Committee (NTSC), is:
- The aircraft turned left instead of right as ordered by the ATC due to a pilot error in the Captain's section.
- The plane descends below the specified 2,000 foot altitude (610 m) and then climbs the treetop at an altitude of 1,550 feet (472 m) above sea level on average due to copilot error.
Legal Charges
The first lawsuit was filed by Nolan Law Group in Chicago, Illinois on 24 September 1998 on behalf of American passenger Fritz and Djoeminah Baden. Additional lawsuits filed in state and federal courts in Chicago are linked to more casualties from Indonesia, Germany, Britain, Italy, and Australia. The only defendant in the lawsuit was Sundstrand Corporation (later Hamilton Sundstrand Corporation), a company that designs and produces Mark-II ground proximity warning systems ("GPWS") installed at Airbus 300. Plaintiffs alleged that GPWS was designed flawed. , that manufacturers are aware of its deficiencies in mountainous areas for more than a decade, and having a working system as designed by accident can be avoided.
The Indonesian authorities have never released the results of their investigation of the accident, forcing accident lawyers to file action in Britain and France to obtain flight record data from the Flight 152 flight black box. The flight data recorder reveals that GPWS warnings have not been heard in the cockpit, since airplane field above. Because the pilot immediately pulled the jet onto the climb after the mountain was visible and just barely tapped the treetop, the plane had been fitted with EGPWS the crew would have an alarm sound between 18 and 23 seconds before the collision, the accident would happen. avoided.
The victim's lawyers produced several internal memos from Hamilton-Sundstrand which showed that the system was not adequately tested for mountain areas, most of which had been tested on flat ground with gentle slopes. Perhaps the most important memo is written by Hamilton-Sundstrand engineer Donald Bateman, who writes: "Based on the last flight demonstration... of the GPWS MK II, I became very worried about the Excessive Levels Detector Circuit on the MK II computer I believe we have a far more potent problem than was first envisioned in 1982. The GPWS warning can be short or absent in some circumstances. "Memo Bateman goes on to say that" the warning time to fly into the mountain terrain and the steep decline rate from altitudes above the altimeter range radio can be very short and erratic at times... From our study, the average escaping margin is only three and a half seconds for typical mountain-area scenarios scenarios. "Sundstrand experts simulated after their own accident and confirmed that the warning system works properly should sound an alarm around 14 seconds before impact and the accident will be avoided if that happens.
Nearly six years after the accident, the lawsuit was settled out of court.
In Coyle v. P.T. Garuda Indonesia , Joyce Coyle filed a lawsuit in the US District Court for the Oregon District against an Indonesian government subsidiary that operates Garuda Indonesia Airlines. Coyle alleged in his complaint that Garuda was responsible for a wrongful death under the Warsaw Convention. He also claims that Garuda, wholly owned by the Indonesian government, can be held accountable under two exceptions to the Foreign Sovereign Immunities Act. He argued that since Garuda was authorized to operate in the United States at the time, immunity was explicitly abolished under the regulations of the Department of Transportation, which requires foreign airlines to open up to conform in the United States as a condition allowed to fly to, or within this country. Waivers limited to actions arising under the agreement. Coyle also claims that by selling tickets in the United States, Garuda freed immunity under a "commercial activity" exception for the FSIA. US District Judge Robert E. Jones denied Garuda's action to dismiss, to adopt the judge's conclusion that the trip to Medan was "one foot of international travel" and thus subject to the Warsaw Convention and the release of immunity explicitly.
On appeal to the US Court of Appeals for the Ninth Circuit, Judge Diarmuid Circuit F. O'Scannlain, writing for a unanimous three-judge panel, rejected Garuda's claim that flights between two points in the same country would always be beyond the scope of the abandonment. The Ninth Circuit still agrees with the accused that under such circumstances, the journey of Badens to Medan is not an "international air transport" in the sense of the Warsaw Convention. The fact that tickets do not refer to international travel, was purchased in Indonesia from independent sources of travel agents selling their US-Indonesia tickets, and labeled "DOMESTIC" clearly stated that the flight was not part of their international journey as contemplated by the treaty, says O'Scannlain.
The Court explained: "[T] The core of this litigation is whether Flight 152 is part of a larger international journey for the purposes of the Warsaw Convention... whether it is a component of 'one undivided transport... considered by the parties as an operation '... or just an addition, a pure domestic journey apart from their international travel plan with its own ultimate goal.T Badens' Ticket for Flight 152 is a strong and unambiguous proof of the latter. "
The court is also not persuaded by the argument of "commercial activity". For exceptions to apply, O'Scannlain notes, the law requires that such action arise from "commercial activity carried out in the United States by a foreign country... or for acts outside the territory of the United States in connection with the commercial activity of a foreign country in place other [when such] act to cause immediate effect in the United States. "The fact that Garuda sold tickets in the United States did not provide enough ties to charge its domestic flights to the exception, the judge wrote. Senior Justice Ferdinand F. Fernandez and Judge Raymond C. Fisher participated in that opinion.
Current Registration
Garuda Indonesia's fleet of ATR 72-600 aircraft uses the same registration number as the previous Airbus A300 fleet, meaning that the PK-GAI registration is passed to the current ATR 72-600 in service.
Dramatization
Garuda Indonesia Flight Accident 152 is featured in the Fifth Episode of Season 17 of Mayday ( Air Crash Investigation ). This episode is titled "Lethal Turn".
Aftermath
Garuda Indonesia still uses GA-152 flight numbers, but is now used on the Jakarta-Batam route operated by Boeing 737-800.
See also
- List of accidents and incidents involving commercial aircraft
- 1997 Southeast Asia Fog
- 1997 Indonesian forest fires
Note
External links
- accident file AirDisaster.com
- Pre-jammed photos from PK-GAI
Source of the article : Wikipedia
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