Crash-aerien 14 JAN 2002 d'un Boeing 737-291 PK-LID - Pekanbaru-Sultan Syarif Kasim II Airport (PKU)
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Statuts:Accident investigation report completed and information captured
Date:lundi 14 janvier 2002
Heure:10:15
Type/Sous-type:Silhouette image of generic B732 model; specific model in this crash may look slightly different
Boeing 737-291
Compagnie:Lion Air
Immatriculation: PK-LID
Numéro de série: 20363/218
Année de Fabrication: 1969-11-05 (32 years 3 months)
Heures de vol:68133
Cycles:66998
Moteurs: 2 Pratt & Whitney JT8D-9A (HK3)
Equipage:victimes: 0 / à bord: 7
Passagers:victimes: 0 / à bord: 96
Total:victimes: 0 / à bord: 103
Dégats de l'appareil: Perte Totale
Conséquences: Written off (damaged beyond repair)
Lieu de l'accident:Pekanbaru-Sultan Syarif Kasim II Airport (PKU) (   Indonésie)
Phase de vol: Au décollage (TOF)
Nature:Transport de Passagers Nat.
Aéroport de départ:Pekanbaru-Sultan Syarif Kasim II Airport (PKU/WIBB), Indonésie
Aéroport de destination:Batam-Hang Nadim Airport (BTH/WIDD), Indonésie
Numéro de vol: 386
Détails:
The Boeing 737 arrived in Pekanbaru on schedule after a flight from Jakarta. The airplane was prepared for the continuing flight to Batam. At 10:05 the First Officer asked for start clearance and received weather information. The weather was fine, wind calm and clear. After start-up was completed, the aircraft taxied to runway 18. The crew decided to use 'reduced take off power' with an assumed temperature of 35 deg. C, while the actual temperature was 27 deg. C. The First Officer acted as Pilot Flying. After being cleared for takeoff, the captain advanced the throttles and adjusted them to the required take off power setting. He then called the V1 and VR speeds and the First Officer pulled the control column to a 15 deg. nose up pitch. The aircraft’s nose lifted up, but the aircraft did not become airborne. The stick shaker activated. The captain then added power and the speed increased to V2+15 (approx. 158 KIAS) but the aircraft still did not get airborne. The captain then decided to abort . He called 'stop', retarded the power levers to idle, applied reverse thrust, extended the speed brake and applied brakes. The nose of the aircraft touched down hard, causing the front left door (L1) to open and two trolleys at front galley to move forward, blocking the cockpit door. The flight crew turned the aircraft slightly to the right to avoid approach lights ahead. It hit some trees and stopped at approx. 275 meters from the end of runway.

Probable Cause:

PROBABLE CAUSE: "Since there is no indication that flaps system failure or flap asymmetry contributes in the failure of flap to travel to take-off configuration, the most probable cause for the failure is the improper execution of take-off checklist. Failure of the maintenance to identify the real problem on the aural warning CB, causes the CB to open during the accident and therefore is a contributing factor to the accident."

Sources:
» NTSC, Air Accident Investigation Commission (AAIC)


Opérations de secours

NTSC issued 9 Safety Recommendations

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Photos

photo of Boeing-737-291-PK-LID
accident date: 14-01-2002
type: Boeing 737-291
registration: PK-LID
photo of Boeing-737-291-PK-LID
accident date: 14-01-2002
type: Boeing 737-291
registration: PK-LID
photo of Boeing-737-291-PK-LID
accident date: 14-01-2002
type: Boeing 737-291
registration: PK-LID
photo of Boeing-737-291-PK-LID
accident date: 14-01-2002
type: Boeing 737-291
registration: PK-LID
 

Plan
Ce plan montre l'aéroport de départ ainsi que la supposée destination du vol. La ligne fixe reliant les deux aéroports n'est pas le plan de vol exact.
La distance entre Pekanbaru-Sultan Syarif Kasim II Airport et Batam-Hang Nadim Airport est de 305 km (190 miles).

Les informations ci-dessus ne représentent pas l'opinion de la 'Flight Safety Foundation' ou de 'Aviation Safety Network' sur les causes de l'accident. Ces informations prélimimaires sont basées sur les faits tel qu'ils sont connus à ce jour.
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