Investigators also recommended that Indonesia’s meteorological service issue SIGMET warnings whenever severe weather is detected, and that Indonesian airlines provide more comprehensive training to pilots on the capabilities of their weather radar. Garuda Indonesia flight 421 was a regularly scheduled domestic flight from the city of Mataram on the island of Lombok to the major Javan city of Yogyakarta (pronounced Jog-yakarta). The crash of Garuda Indonesia flight 421 is a stark reminder that it is possible for an airplane to encounter weather conditions that exceed those that it was certified to survive. With the cockpit bathed in the dim glow of the instrument panel, Rozaq called for the engine relight procedure, an item which both pilots had memorized in training. Sonraki oynatılıyor. Scan through all non-stop flights from Jakarta to Semarang. Every passenger is required to put on a mask at the airport and during flight. All the controls went into manual reversion, connecting the control surfaces directly to the yoke with no hydraulic assistance. With no power to extend any lift devices, the aircraft ditched in the very shallow (~1m) river. It also criticises maintenance, for the poor state of the aircraft’s battery. Flight status, tracking, and historical data for Garuda Indonesia 421 (GA421/GIA421) 12-Feb-2021 (DPS / WADD-CGK / WIII) including scheduled, estimated, and actual departure and arrival times. (Although he should have waited three minutes per the manual, this would have made no difference in the actual outcome.) Only due to Captain Rozaq’s quick thinking was a catastrophic crash into a rice field or a village prevented. Both engines ingested hail and flamed out; the hailstones damaged the engines beyond hope of restarting, and the pilots ended up making a spectacular dead stick landing on a levee in the Mississippi delta. His first officer, Harry Gunawan, had a very respectable 7,000 hours of his own. Join the discussion of this article on Reddit! Scanning the cloud through the radar’s full range of emission angles could have shown that the gap was likely an illusion by revealing slightly lighter (but still very heavy) precipitation either above or below it. Separately, the NTSB urged the FAA to publish clear guidance for pilots on the consequences of performing the engine relight tasks — especially starting the APU — out of order. The lights flickered and went out, while essential systems like Captain Rozaq’s instruments were rerouted via the emergency bus to the airplane’s battery. Indonesia relies heavily on air travel to connect its hundreds of scattered islands, but the tropical archipelago can present all kinds of dangers for airplanes, particularly severe weather. This website uses cookies to improve your experience while you navigate through the website. Only after examining the aircraft’s battery did investigators understand why the pilots were unable to do so. In such conditions, it is advisable to add thrust to the engines, to keep them from flaming out. Its destination was Yogyakarta-Adisutjipto Airport in Java, 626km (338nm) away. The latter was because the pilots apparently avoided an alternative course with better weather, to stay out of a military restricted area. It would be up to investigators to piece together what went wrong. PK-GWA, the accident aircraft involved. The plane continued on without them, shuddering and shaking as it went, ripping seats out of the floor and showering luggage out of shattered overhead bins. 15 years ago today, Garuda Indonesia Flight 421 (PK-GWA) was a scheduled domestic flight from Selaparang Airport, Ampenan, Indonesia to Adisucipto International Airport, Yogyakarta, Indonesia. It was at this point that the pilots observed a line of powerful thunderstorms between their position and the airport. The gap farther to the left went through restricted military airspace and he would need special permission from air traffic control to enter it. First Officer Gunawan set up the engine and flipped the ignition switch, but nothing happened. This category only includes cookies that ensures basic functionalities and security features of the website. Although most of the passengers managed to exit the plane through the right side and wade to shore, a number of people had suffered serious injuries that prevented them from escaping, and some method needed to be found to extract them from the plane. … This, too, ended in a successful ditching, but unfortunately it involved one fatality. There was nothing wrong with the engines or the method by which they were certified: instead, the ill-fated flight had flown into a downright biblical hailstorm which overwhelmed all the protective systems. Deutsch English français italiano русский язык español čeština 日本語. The first Garuda Indonesia flight of the day leaves at 08:35 PM from Denpasar Bali to reach Jakarta while the last flight departs at 07:05 AM. A CFM56-3 engine, as found in the ‘Classic’ 737 models (300, 400 and 500). In the cockpit was an experienced crew. Among the most memorable moments in Indonesias aviation industry is the emergency landing of Garuda Indonesia flight GA 421 in the Bengawan Solo River, Central Java, on Jan. 16, 2002. It was already known that severe precipitation could cause an engine to flame out, because it had happened before. Captain Rozaq was familiar with the area and believed that the first gap to the left would be the most convenient. After several attempts to start the engines, they tried to start the APU. PK-GWA, the accident aircraft involved. After losing both engines and all electrical power in a violent storm, the pilots of Garuda Indonesia Flight 421 manage a remarkable emergency landing. The best way to prevent such an occurrence is to avoid flying into severe storms in the first place. Garuda Indonesia Flight 421was a scheduled domestic flight operated by Indonesianflag carrier Garuda Indonesiatravelling about 625 km (388 mi) from Ampenanto Yogyakarta. With almost no instruments, no radios, no lights, and barely any flight controls, the plane emerged from the clouds just a few thousand feet above the ground — and the airport was nowhere to be seen. Unlike an actual clear area, where the signal fails to return because there is nothing to bounce off of, this area appears clear because no signal can enter it in the first place. Seemingly out of nowhere, powerful turbulence rocked the plane, and torrential rain slammed against the windscreen. The best choice was therefore to head for the middle gap. The plane’s engines were rated to withstand almost any conceivable storm, and even if they shut down, the pilots should have been able to restart them later. Under the direction of Captain Rozaq, a fisherman managed to carry out one injured passenger using the overwing exit door as a makeshift stretcher. The crew of Garuda Indonesia Flight 421 had to contend with thunderstorm activity near their destination. Although there were several serious injuries and a flight attendant was dead, Captain Abdul Rozaq and First Officer Harry Gunawan had brought their crippled plane down in one piece, saving the lives of 59 out of 60 passengers and crew. Necessary cookies are absolutely essential for the website to function properly. The Federal Aviation Administration also required jet engines to continue to operate under an atmospheric precipitation-to-air ratio of 10 grams per cubic meter, a volume which could safely be considered torrential. TACA Flight 110 had happened 14 years before the Garuda Indonesia 421 Flight. She'll be fine, but there … A similar dual engine failure occurred on an Air Europe flight in 1987, and a Continental flight in 1989 also lost one engine under similar circumstances. Air Crash Investigation … Navigating around these storms was a daily chore for the pilots who were scheduled to carry out flight 421 on the 16th of January 2002. ______________________________________________________________. Investigators from Indonesia’s National Transportation Safety Committee (KNKT) were keen to understand why a 737 had lost both engines in flight — and so was the American NTSB. On January 16, 2002, the Boeing 737-300 aircraft used on the flight experienced a flameout on both of its CFM International CFM56 engines, about 90 seconds after entering a thunderstorm with heavy rain and hail. As more and more rain and hail poured into the engines of flight 421, the volume of water inside the engines became so great that they were unable to sustain combustion. The entire wiki with photo and video galleries for each article But after a minute passed and the engine didn’t light, it seemed to him that the process wasn’t working. There were 54 passangers a board and 6 crew members. As the pilots battled howling wind, driving rain, and pounding hail, both engines rolled back simultaneously. Coming in low over the first bridge, Captain Rozaq pulled back and slowed, and the plane slammed into the water with a heavy thud. The aircraft’s belly settled in the river bed. Captain Rozaq’s entire instrument panel went dark, leaving him with three analog standby instruments just above the center console: a tiny attitude indicator, an airspeed indicator, and a magnetic compass. The Boeing 737-3Q8 was carrying 54 passengers & 6 crew members. FAA publications urge pilots to keep a minimum distance of 20 nautical miles from any severe thunderstorm, a rule of thumb which the pilots of flight 421 did not follow. The report would later note that the pilots had not received formal training on using the radar, to avoid misleading readings. Rozaq and Gunawan found themselves helpless, able to do little more than hold the plane level as it dropped through the storm at a rate of 4,000 feet per minute.

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