As of 1 March 2007, Garuda Indonesia had implemented a new fuel efficiency incentive, which awarded a salary bonus if fuel consumption for a flight was lower than nominal. "The Report also criticized the airline's conversion training for pilots who fly both the A300-600 and A300B4-FF models. I believe we have a much more potentially serious problem than was first envisioned in 1982. Nor was the court persuaded by Coyle's "commercial activity" argument. It was noted that the Yogyakarta Airport did not conform to international safety standards, having a runway The key NTSC finding is that the aircraft was flown by the Pilot in Command (PIC) at an excessively steep descent and high airspeed (241 knots (446 km/h; 277 mph) rather than the normal 141 knots (261 km/h; 162 mph) during the approach and landing, resulting in unstable flight. Garuda Indonesia Flight 152: Airbus A300B4-220: near Medan ... Sempati Air Flight 304 – A Fokker F27 crashed onto a residential area near Bandung after one of its engines caught fire and failed in flight. The weather was calm. The first officer was 30-year-old Gagam Saman Rohmana, who had been with the airline for three years and had 1,528 flight hours, with 1,353 of them on the Boeing 737.The national airline of Indonesia (founded in 1949),Following the crash of Flight 200, the European Union banned Garuda and all Indonesian airlines from flying into the EU.Flight GA200 originated in Jakarta and was carrying 133 passengers, 19 of whom were foreigners (10 Australians, 2 Americans, 5 Germans and 2 Koreans).Captain Komar initially claimed that there was a sudden In a miraculous stroke of luck, one of the survivors was a freelance cameraman, Wayan Sukardo, for Channel Seven of Australia. Records showed only the right thrust reverser had been used for the previous 27 sectors, but a fault condition for the left reverser was reset by engineers before departure for this flight, and both were deployed during the landing roll. 120 seconds prior to impact, the crew was asked to turn left further, to 215 degrees, and descend to 2000 feet. Air traffic controllers then became confused as to which plane they were talking to, as another flight with the same number (Earlier in the day, another Flight 152, Merpati Nusantara Airlines Flight 152, was handled by the same air traffic controller.
At 1:30pm, Medan directed the flight to turn right heading 046 degrees to line up for arrival into Runway 05, and asked the crew to report the direction in which the plane was travelling. "Sink rate" and "Whoop whoop, pull up". air crash investigation garuda indonesia flight 152, air crash investigation
The FFCC model is a modified version of the A300B4 in which the flight engineer station is eliminated, and the relevant controls are simplified and relocated to be positioned on the overhead panel between the two pilots.
"Based on recent flight demonstrations ... of the MK II GPWS, I have become very concerned about the Excessive Rate Detector Circuits in the MK II computers. On 26 September 1997, Flight 152, on final approach into Polonia International Airport, crashed into mountainous woodlands 30 miles (48 km) from Medan during low visibility caused by the The aircraft was an Airbus A300B4 FFCC, or "forward-facing crew concept." During his interview with the NTSC, the captain denied that this had influenced his decision not to abort the landing. The crash of Garuda Indonesia Flight 152 is featured in the fifth episode of the Season 17 of A Garuda Indonesia Airbus A300, similar to the aircraft involved in the accident
The PIC's attention became fixated on trying to make the first approach work, and he failed to heed the warnings of the copilot and his recommendations to abort the landing and go around, and the repeated warnings from the aircraft flight systems, which were audible in the voice recorder data, e.g. Though both are sufficient for conducting instrument approaches, the captain may have been overwhelmed due to his lack of familiarity with the analog instrumentation.Contributing to the accident was the failure of the The first lawsuit was filed by Nolan Law Group in Chicago, Illinois on September 24, 1998 on behalf of American passengers Fritz and Djoeminah Baden.The victims' lawyers produced several internal memos from Hamilton-Sundstrand showing that the system had been inadequately tested for mountainous terrain, having been mostly tested on flat ground with gentle slopes. The aircraft had accumulated over 35,200 airframe hours and 37,300 cycles since its first flight in 1992. The captain and Pilot in Command (PIC) was 44-year-old Muhammad Marwoto Komar, who had been with Garuda Indonesia for more than 21 years. The crash of Garuda Indonesia Flight 152 is featured in the fifth episode of the Season 17 of Mayday (Air Crash Investigation).
He made a call to the Sydney headquarters a few minutes later, and the story was transmissed on the very same night. During this time the flight descended through 2,000 ft due to the captain inputting the wrong altitude of 1,500 ft. This led to the controller mistakenly saying "Merpati one five two turn left heading 240 to intercept runway zero five from the right side"; as the wrong Without a constant up-to-date view over the flight's heading, the controller thought the plane was continuing left, when it was actually turning right and over high terrain. Aside from being an FFCC model, the aircraft was powered by two At approximately 1:00pm, air traffic controllers in Medan cleared Flight 152 for an ILS approach into Runway 05 from its current 316 degree heading. Bateman's memo went on to say that "the warning time for flight into mountainous terrain and steep descent rates from altitudes above the range of the radio altimeter can be very short and erratic at times ... From our studies, the average escape margin is only three-and-one-half seconds for the typical mountainous-terrain accident scenario."