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Last updated: 26 April 2017
Date:Thursday 13 June 1996
Type:Silhouette image of generic DC10 model; specific model in this crash may look slightly different
McDonnell Douglas DC-10-30
Operator:Garuda Indonesia Airways
Registration: PK-GIE
C/n / msn: 46685/284
First flight: 1979
Total airframe hrs:46325
Engines: 3 General Electric CF6-50C
Crew:Fatalities: 0 / Occupants: 15
Passengers:Fatalities: 3 / Occupants: 260
Total:Fatalities: 3 / Occupants: 275
Airplane damage: Damaged beyond repair
Location:Fukuoka Airport (FUK) (   Japan)
Phase: Takeoff (TOF)
Nature:International Scheduled Passenger
Departure airport:Fukuoka Airport (FUK/RJFF), Japan
Destination airport:Denpasar-Ngurah Rai Bali International Airport (DPS/WADD), Indonesia
Flight GA865 was a regular flight from Fukuoka Airport (FUK) to Jakarta with an en-route stop in Denpasar (DPS), Bali. At 11:55 the DC-10 was pushed back from gate 5. The crew reported "Ready for taxi." In reply, Fukuoka Ground instructed the aircraft: "Taxi via E2, contact Tower." The crew taxied to runway 16 and were instructed by the Tower controller to hold short. After waiting for another plane to land, Flight 865 was cleared to taxi into position and hold. At 12:06:53 takeoff clearance was given. The DC-10 accelerated for takeoff. The nose was raised and at a speed of 158 kts the first officer called "Rotate". It was 12:07:40. Three seconds later, at a radio altitude of 9 feet, a fan blade of the 1st stage HP turbine from the no. 3 engine separated. The N1 dropped to 23,7% within a few seconds. At 12:07:45 the flight engineer called ""Engine failure number one." Takeoff was aborted at about the V2 speed and the airplane contacted the runway one second later at a vertical acceleration force of 2.1 Gs.
The thrust reversers were deployed and ground spoilers were extended. The DC-10 skidded off the runway through a ditch, fence and a road, before coming to a halt 620 m past the runway threshold.
Investigation revealed that the turbine blade that failed, had operated for 30913 and 6182 cycles. General Electric had advised customers to discard blades after about 6000 cycles.

Probable Cause:

The causes of the accident were as follows: "Although the CAS was well in excess of V1 and the aircraft had already lifted off from the runway, the takeoff was aborted. Consequently the aircraft departed the end of the runway, came to rest and caught fire. It is estimated that contributing to the rejection of the takeoff under this circumstance was the fact that the CAP's judgement in the event of the engine failure was inadequate."


Uncontained engine failure
Runway excursion

» ICAO Adrep Summary 4/96 (#35)

Official accident investigation report
investigating agency: Aircraft Accidents Investigation Commission (AAIC) - Japan
report status: Final
report number: AAIC report 97-6
report released:20 November 1997
duration of investigation: 1 year and 5 months
download report: Aircraft Accident Investigation Report Garuda Indonesia Douglas DC-10-30, PK-GIE, Fukuoka Airport, June 13, 1996 (AAIC report 97-6)


photo of McDonnell Douglas DC-10-30 PK-GIE
photo of McDonnell Douglas DC-10-30 PK-GIE
photo of McDonnell Douglas DC-10-30 PK-GIE
photo of McDonnell Douglas DC-10-30 PK-GIE
photo of McDonnell Douglas DC-10-30 PK-GIE
photo of McDonnell Douglas DC-10-30 PK-GIE
photo of McDonnell Douglas DC-10-30 PK-GIE
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This map shows the airport of departure and the intended destination of the flight. The line between the airports does not display the exact flight path.
Distance from Fukuoka Airport to Denpasar-Ngurah Rai Bali International Airport as the crow flies is 4944 km (3090 miles).

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