Garuda Indonesia Flight 865: Difference between revisions
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In slowing down, the aircraft slid through a ditch, a fence and a road before finally coming to rest approximately {{convert|620|m|ft}} beyond the runway threshold. Damage done to the aircraft during the slide across the ground caused the landing gear to break off and both wing-mounted engines to be torn from the wings. The fuselage broke in two places, at about the wing root trailing edge, and at approximately {{convert|10.4|m|ft}} aft of the wing root trailing edge. The resultant fire destroyed the areas between the hull fractures, and other areas of the aircraft. Three passengers died as a result. |
In slowing down, the aircraft slid through a ditch, a fence and a road before finally coming to rest approximately {{convert|620|m|ft}} beyond the runway threshold. Damage done to the aircraft during the slide across the ground caused the landing gear to break off and both wing-mounted engines to be torn from the wings. The fuselage broke in two places, at about the wing root trailing edge, and at approximately {{convert|10.4|m|ft}} aft of the wing root trailing edge. The resultant fire destroyed the areas between the hull fractures, and other areas of the aircraft. Three passengers died as a result. |
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The failure of the engine was attributed to a failed turbine blade that had been in use for 6,182 cycles. General Electric, the manufacturer of the engine, had advised customers to discard turbine blades after 6,000 cycles.<ref name=AAIC>{{cite web|url=http://www.mlit.go.jp/jtsb/eng-air_report/PK-GIE.pdf|title= |
The failure of the engine was attributed to a failed turbine blade that had been in use for 6,182 cycles. General Electric, the manufacturer of the engine, had advised customers to discard turbine blades after 6,000 cycles.<ref name=AAIC>{{cite web|url=http://www.mlit.go.jp/jtsb/eng-air_report/PK-GIE.pdf |title=Aircraft Accident Investigation Report, Garuda Indonesia Douglas DC-10-30, PK-GIE Fukuoka Airport |publisher=Aircraft Accident Investigation Commission, Ministry of Transport, Japan |accessdate=15 May 2012 |deadurl=yes |archiveurl=http://www.webcitation.org/5zhBX9sxo?url=http://www.mlit.go.jp/jtsb/eng-air_report/PK-GIE.pdf |archivedate=25 June 2011 |df=dmy }}</ref> |
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The final report concluded that pilot error and the failure of the maintenance and flight operation sections of the airline in properly coordinating matters resulted in the accident.<ref>"[http://www.japantimes.co.jp/news/1997/11/20/national/garuda-crash-blamed-on-pilot-misjudgment/#.VG56Y8lfZIU Garuda crash blamed on pilot misjudgment]" ([http://www.webcitation.org/6UEkGSWUW Archive]). ''[[The Japan Times]]''. November 20, 1997. Retrieved on November 21, 2014.</ref> |
The final report concluded that pilot error and the failure of the maintenance and flight operation sections of the airline in properly coordinating matters resulted in the accident.<ref>"[http://www.japantimes.co.jp/news/1997/11/20/national/garuda-crash-blamed-on-pilot-misjudgment/#.VG56Y8lfZIU Garuda crash blamed on pilot misjudgment]" ([http://www.webcitation.org/6UEkGSWUW Archive]). ''[[The Japan Times]]''. November 20, 1997. Retrieved on November 21, 2014.</ref> |
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Revision as of 05:11, 8 January 2017
 The accident aircraft, PK-GIE (pictured in 1985, shortly before Garuda Indonesia changed their livery.) | |
| Accident | |
|---|---|
| Date | 13 June 1996 |
| Summary | Rejected takeoff due to engine failure; pilot error |
| Site | Fukuoka Airport |
| Aircraft type | McDonnell Douglas DC-10-30 |
| Operator | Garuda Indonesia |
| Registration | PK-GIE |
| Flight origin | Fukuoka Airport, Fukuoka, Japan |
| Last stopover | Ngurah Rai International Airport, Denpasar, Bali, Indonesia |
| Destination | Soekarno Hatta Int'l Airport, Jakarta, Indonesia |
| Passengers | 260 |
| Crew | 15 |
| Fatalities | 3 |
| Injuries | 68 |
| Survivors | 272 |
Garuda Indonesia Flight 865 was a scheduled international flight from Fukuoka, Japan, to Jakarta, Indonesia that crashed at takeoff on 13 June 1996.[2]
The crew of the McDonnell Douglas DC-10-30 attempted to abort take-off after the failure of the number 3 (right) engine. The abort occurred at speeds nearing V2, and after rotation of the nose. Following the abort, attempts were made to stop the aircraft on the runway by use of brakes, ground spoilers and thrust reversers, but the crew was unable to stop the aircraft within the boundaries of the runway, which exited the airport property.[2] The captain stated that he feared that the aircraft might hit buildings or objects if he did not abort the takeoff.[3]
In slowing down, the aircraft slid through a ditch, a fence and a road before finally coming to rest approximately 620 metres (2,030 ft) beyond the runway threshold. Damage done to the aircraft during the slide across the ground caused the landing gear to break off and both wing-mounted engines to be torn from the wings. The fuselage broke in two places, at about the wing root trailing edge, and at approximately 10.4 metres (34 ft) aft of the wing root trailing edge. The resultant fire destroyed the areas between the hull fractures, and other areas of the aircraft. Three passengers died as a result.
The failure of the engine was attributed to a failed turbine blade that had been in use for 6,182 cycles. General Electric, the manufacturer of the engine, had advised customers to discard turbine blades after 6,000 cycles.[4]
The final report concluded that pilot error and the failure of the maintenance and flight operation sections of the airline in properly coordinating matters resulted in the accident.[5]
At the time of the accident, Garuda had five other owned Douglas DC-10-30s in their fleet (PK-GIA to PK-GIF);[6] the aircraft involved was the fifth of the six, PK-GIE.
Aircraft
The aircraft involved was a McDonnell Douglas DC-10-30, registration PK-GIE. One of six (PK-GIA to PK-GIF) in the Garuda fleet at the time of the accident, it had its first flight on 24 April 1979 and was delivered to Garuda Indonesia on 27 July 1979. Eighteen years and eleven months old at the time of the accident, it was the 284th DC-10 built; its MSN number was 46685.[7] The aircraft had three General Electric CF6-50C2 turbofan engines for propulsion.[8] The cause of the engine failure leading to the crash was the fact the engine turbine blades had been in service for 6,182 cycles (take-offs and landings) when General Electric said to discard blades after 6,000 cycles.[9]
Garuda Indonesia's fleet of Boeing 777-300ER aircraft use the same registration numbers as their previous fleet of McDonnell Douglas DC-10-30, meaning that the registration PK-GIE was passed onto a currently-in-service Boeing 777-300ER.[10]
References
- ^ English version of the accident report, p. 21 (PDF 29/130)
- ^ a b "Garuda Indonesia PK-GIE". Aviation Safety Network. Retrieved 15 May 2012.
- ^ "Garuda pilot details Fukuoka crash" (Archive). The Japan Times. February 21, 1997. Retrieved on November 21, 2014.
- ^ "Aircraft Accident Investigation Report, Garuda Indonesia Douglas DC-10-30, PK-GIE Fukuoka Airport" (PDF). Aircraft Accident Investigation Commission, Ministry of Transport, Japan. Archived from the original (PDF) on 25 June 2011. Retrieved 15 May 2012.
{{cite web}}: Unknown parameter|deadurl=ignored (|url-status=suggested) (help) - ^ "Garuda crash blamed on pilot misjudgment" (Archive). The Japan Times. November 20, 1997. Retrieved on November 21, 2014.
- ^ "Garuda Indonesia Fleet Details and History". Retrieved 31 May 2016.
- ^ "PK-GIE Garuda Indonesia McDonnell Douglas DC-10-30 - cn 46685 / 284". www.planespotters.net. Retrieved 31 May 2016.
- ^ "MC DONNELL - DOUGLAS DC - 10". www.taxiways.de. Retrieved 31 May 2016.
- ^ "Accident Garuda Flight 865 Dc10 PK-GIE | Airfleets aviation". www.airfleets.net. Retrieved 31 May 2016.
- ^ "PK-GIE Garuda Indonesia Boeing 777-3U3(ER) - cn 29147 / 1148". www.planespotters.net. Retrieved 31 May 2016.
External links
- Template:En icon Aircraft Accident Investigation Report – Aircraft Accident Investigation Commission (Archive)
- Template:Ja icon Aircraft Accident Investigation Report – Aircraft Accident Investigation Commission
- Aviation Safety Database