Boeing 737-291 – PK-LID – Air Crash Data

Incident Overview

Date: Monday 14 January 2002

Aircraft Type: Boeing 737-291

Owner/operator: Lion Air

Registration Number: PK-LID

Location: Pekanbaru-Sultan Syarif Kasim II Airport (PKU) – ÿ Indonesia

Phase of Flight: Take off

Status: Destroyed, written off

Casualties: Fatalities: 0 / Occupants: 103

Component Affected: Aircraft Take-off System (specifically, the audible warning CB system)Aircraft Take-off System (specifically, the audible warning CB system)

Category: Accident

On March 1st, 2024, a Boeing 737 experienced a significant incident during a flight from Jakarta to Batam. The aircraft began its flight as scheduled, with the First Officer requesting clearance and receiving weather information. At 10:05, the pilot initiated a reduced takeoff power setting of 35øC, which was significantly lower than the actual temperature of 27øC. The pilot, acting as pilot flying, then adjusted throttle settings and commanded the V1 and VR speeds. The aircraft’s nose lifted upward, but did not ascend, triggering the stick shaker and activating the brakes. The pilot then initiated an abort maneuver, reducing power levers to idle, applying reverse thrust, extending the speed brake, and applying brakes. The aircraft impacted the ground, causing damage to the front left door and obstructing the cockpit door. The flight crew turned slightly to the right to avoid approach lights. The incident resulted in significant damage to the aircraft’s nose and a collision with trees, resulting in a landing at approximately 275 meters from the runway end.On March 1st, 2024, a Boeing 737 experienced a significant incident during a flight from Jakarta to Batam. The aircraft began its flight as scheduled, with the First Officer requesting clearance and receiving weather information. At 10:05, the pilot initiated a reduced takeoff power setting of 35øC, which was significantly lower than the actual temperature of 27øC. The pilot, acting as pilot flying, then adjusted throttle settings and commanded the V1 and VR speeds. The aircraft’s nose lifted upward, but did not ascend, triggering the stick shaker and activating the brakes. The pilot then initiated an abort maneuver, reducing power levers to idle, applying reverse thrust, extending the speed brake, and applying brakes. The aircraft impacted the ground, causing damage to the front left door and obstructing the cockpit door. The flight crew turned slightly to the right to avoid approach lights. The incident resulted in significant damage to the aircraft’s nose and a collision with trees, resulting in a landing at approximately 275 meters from the runway end.

Description

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 aircrafts 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: “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.”

Primary Cause

Improper execution of the take-off checklist due to a failure to adequately identify a critical problem on the aircraft’s audible warning CB system.Improper execution of the take-off checklist due to a failure to adequately identify a critical problem on the aircraft’s audible warning CB system.

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