Garuda Indonesia Flight 865
| Garuda Indonesia Flight 865 | |
|---|---|
 A McDonnell Douglas DC-10-30 of the Garuda |
|
| Accident summary | |
| Accident type | Rolling over the runway after engine failure |
| place |
Fukuoka Airport , Japan
|
| date | June 13, 1996 |
| Fatalities | 3 |
| Survivors | 272 |
| Injured | 68 |
| Aircraft | |
| Aircraft type |
 McDonnell-Douglas DC-10-30
|
| operator |
 Garuda Indonesia
|
| Mark |
PK-GIE
|
| Surname | Kalimantan |
| Departure airport |
Fukuoka Airport , Japan
|
| Stopover |
Ngurah Rai Airport , Indonesia
|
| Destination airport |
Soekarno-Hatta Airport , Indonesia
|
| Passengers | 260 |
| crew | 15th |
| Lists of aviation accidents | |
On June 13, 1996, a McDonnell Douglas DC-10-30 crashed on Garuda Indonesia flight 865 (flight number: GA865 ) while taking off from Fukuoka Airport . In the incident, which was caused by exceeding the permissible operating time on a wearing part, 3 passengers were killed and a further 68 people were injured.
plane
The aircraft that crashed was a McDonnell Douglas DC-10-30. The aircraft had the factory number 46685, it was the 284th DC-10 from ongoing production. The machine completed its maiden flight on April 24, 1979 and was delivered to Garuda Indonesia on July 27, 1979 , where it has been in continuous operation since then with the aircraft registration number PK-GIE and the name Kalimantan . The three - engine long - range wide - body aircraft was equipped with three General Electric CF6-50C engines. Up to the aircraft accident, the machine had completed 46,325 operating hours.
Flight route
Day of the accident, the machine was on a scheduled international air from Fukuoka Airport to Soekarno-Hatta used, with a scheduled stopover on the Ngurah Rai Airport should take place.
Passengers and crew
260 passengers had started the flight and were accompanied by 15 crew members that day. The cockpit crew consisted of a master, a first officer and a flight engineer who had had a 72-hour break before the start of the flight. The cabin crew consisted of two pursers, two male and seven female flight attendants and a translator.
The 38-year-old captain acquired his commercial pilot's license on December 1, 1981. He had 10,263 hours of flight experience, including 2,641 with the McDonnell Douglas DC-10. He had had the type rating for this aircraft type since June 20, 1994.
The 31-year-old first officer was certified as a commercial pilot on January 5, 1992. On July 28, 1992, he received the type rating for the McDonnell Douglas DC-10. His flying experience was 3910 hours, including 1437 with the DC-10.
The 34-year-old flight engineer was certified on September 6, 1990 and received a type rating for the DC-10 on the same date. All of his 2935 hours of flight experience were in the cockpit of a DC-10.
the accident
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The crew had received clearance to take off runway 16 in a southerly direction. The machine was accelerated by the master while the first officer called out the speeds. Shortly after reaching take-off speed and when the engine began to rotate , engine damage occurred in right-hand engine no. 3. The master initiated an immediate abortion of take-off. In order to bring the machine to a standstill, the brakes, the spoilers and the thrust reverser were activated, but braking before the end of the runway was no longer possible due to the speed already reached and the remaining runway stretch. The DC-10 rolled over the end of the runway, broke through the airport fence, slid over a ditch and a road, with the landing gear and both side engines being torn off. The machine finally came to a halt 620 meters past the end of the runway. The fuselage was torn in two places, at the rear attachment of the wing roots and about 104 cm further back. A fire broke out and particularly destroyed the areas between the two breakpoints.
An immediate evacuation was initiated. Of the 275 people on board, 272 were able to leave the plane on time, three passengers died. There were also 68 injured.
root cause
The incident was investigated by the Japanese Ministry of Transport's Aircraft Accident Investigation Board. A corresponding investigation report was published on November 20, 1997. The accident was attributed to poor maintenance and a pilot's error. The master said that after the sudden engine failure, he feared that the engine could collide with buildings or other objects if he did not abort the take-off. In fact, a Douglas DC-10 is designed so that it can stay in the air even if an engine fails.
The fact that the engine failure occurred at all was due to a compressor blade in the engine breaking off. McDonnell Douglas stated that the compressor blades should be replaced after 6000 flight cycles (flight units consisting of take-offs and landings). Investigations revealed that the machine had already completed 6182 flight cycles. From this it could be concluded that the permissible operating limit of the compressor blades was exceeded.
swell
- Accident report in the Aviation Safety Network
- Final report of the aircraft accident investigation
- Garuda Pilot details Fukuoka crash , Japan Times February 21, 1997.
- Garuda crash blamed on pilot misjudgement , Japan Times, November 20, 1997.
Coordinates: 33 ° 34 ′ 11 " N , 130 ° 27 ′ 42" E