A Sukhoi superjet 100 is missing
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Pilot Error Blamed for Sukhoi crash
AAP December 18, 2012
INDONESIAN investigators have blamed pilot error for a Sukhoi Superjet crash that killed all 45 on board an exhibition flight that slammed into a Javanese volcano in May.
The National Transport Safety Committee (KNKT) found that the terrain awareness and warning system (TAWS) was functioning and that the pilot had switched it off before the crash.
"The TAWS had sent a 'terrain ahead' warning before the crash, followed by six 'avoid terrain' warnings. The pilot in command switched the TAWS off as he assumed there was a database problem," KNKT chief Tatang Kurniadi said on Tuesday.
He said there was a "diversion of attention" in the cockpit before the Sukhoi Superjet 100 crashed into the 2200-metre dormant Mount Salak volcano.
"The crash could have been avoided if a recovery action was carried out within 24 seconds from the first warning," he told reporters.
The flight was scheduled to be a 40-minute hop to showcase the new Russian plane to prospective buyers in Indonesia, where the aviation industry is booming.
The Superjet accident was taken as a blow to the Russian aviation industry, which was hoping the twin-engine plane, the first new civilian aircraft built in post-Soviet Russia, would improve its image.
"The TAWS had sent a 'terrain ahead' warning before the crash, followed by six 'avoid terrain' warnings. The pilot in command switched the TAWS off as he assumed there was a database problem," KNKT chief Tatang Kurniadi said on Tuesday.
He said there was a "diversion of attention" in the cockpit before the Sukhoi Superjet 100 crashed into the 2200-metre dormant Mount Salak volcano.
"The crash could have been avoided if a recovery action was carried out within 24 seconds from the first warning," he told reporters.
The flight was scheduled to be a 40-minute hop to showcase the new Russian plane to prospective buyers in Indonesia, where the aviation industry is booming.
The Superjet accident was taken as a blow to the Russian aviation industry, which was hoping the twin-engine plane, the first new civilian aircraft built in post-Soviet Russia, would improve its image.
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Final Report issued
Final report has been published and could be found at
AAIC
Looks like further discussion could be based more on facts rather than on rumors.
AAIC
Looks like further discussion could be based more on facts rather than on rumors.
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Waiting to read the official report to comment in depth ( if necessary).
The main points I was shown last month are apparently there according this news report (e.g. the 7 "Terrain" warnings prior CFIT) , confusion, lots of people in cockpit, etc.. I hope the details of flight plan/planning history which explains many of the errors subsequently made will still be there.
The main points I was shown last month are apparently there according this news report (e.g. the 7 "Terrain" warnings prior CFIT) , confusion, lots of people in cockpit, etc.. I hope the details of flight plan/planning history which explains many of the errors subsequently made will still be there.
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Here's the final report from the Indonesian NTSC website.
http://www.dephub.go.id/knkt/ntsc_av...04_Release.pdf
http://www.dephub.go.id/knkt/ntsc_av...04_Release.pdf
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Russian media exploded today with SSJ report theme. Headlines varied from "Pilot blamed for catastrophe" (Echo Msk) through "Sides agreed on Human Factor" to "Moscow blamed Jacarta ATC for catastrophe" (NTV)
Last edited by Kulverstukas; 18th Dec 2012 at 16:30.
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Yes everything is there , but a bit diluted , so you have to look for the interesting bits..
One of the main cause can be found in para 1.18.1 page 39. if you read carefully.
Many errors , asumptions , a fatal one was to change the aircraft type on the plan sent to Jakarta APP to a SU30 ( A military jet fighter used by the Indonesian air force)
Halim is a joint military airbase, so for the APP controller everything looked like a Military fighter going to a training area.
Rate of climb of the aircraft was in excess of 3000ft/min up to 10.000 ft and very fast, plus a Russian accent,(instructors were russians on the SU-30s) it all fitted.
The maps used by the crew did not contain the training area, no published MSAs, a handling agent not used to those demo flights, local staff not briefed as to what was expected, etc..
Everyone asumed things , while others, incl crew , asumed different ones ( training areas, radials/headings, orbits to loose alt , etc..)
From the crew side, we have a test pilot of an unregistered proptotype flying pax , and playing salesman in cockpit while flying in a unknown area low level in bad weather . A F/O who did not know what was the plan (if there was a plan , see CVR between 07:31 and 07:33 ) confused, maybe even lost (CVR 07:32:22 ) , bad teamwork , then finally disregarding 7 Terrain warnings.
No a bright day for Russia and Indonesia Aviation .
But a good and fair final report. Congratulations to the NTSC.
PS : For my ATC friends here, have a good look at page 46 , para 2.5 , especially the part about working alone on the sector with no assistant and no supervisor . Rings a bell ?
One of the main cause can be found in para 1.18.1 page 39. if you read carefully.
Many errors , asumptions , a fatal one was to change the aircraft type on the plan sent to Jakarta APP to a SU30 ( A military jet fighter used by the Indonesian air force)
Halim is a joint military airbase, so for the APP controller everything looked like a Military fighter going to a training area.
Rate of climb of the aircraft was in excess of 3000ft/min up to 10.000 ft and very fast, plus a Russian accent,(instructors were russians on the SU-30s) it all fitted.
The maps used by the crew did not contain the training area, no published MSAs, a handling agent not used to those demo flights, local staff not briefed as to what was expected, etc..
Everyone asumed things , while others, incl crew , asumed different ones ( training areas, radials/headings, orbits to loose alt , etc..)
From the crew side, we have a test pilot of an unregistered proptotype flying pax , and playing salesman in cockpit while flying in a unknown area low level in bad weather . A F/O who did not know what was the plan (if there was a plan , see CVR between 07:31 and 07:33 ) confused, maybe even lost (CVR 07:32:22 ) , bad teamwork , then finally disregarding 7 Terrain warnings.
No a bright day for Russia and Indonesia Aviation .
But a good and fair final report. Congratulations to the NTSC.
PS : For my ATC friends here, have a good look at page 46 , para 2.5 , especially the part about working alone on the sector with no assistant and no supervisor . Rings a bell ?
Last edited by Jetdriver; 19th Dec 2012 at 16:27.
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Many errors , asumptions , a fatal one was to change the aircraft type on the plan sent to Jakarta APP to a SU30 That's what this report says too:
Crashed Superjet was coded as fighter: investigators
Crashed Superjet was coded as fighter: investigators
The pilots goofed it!
Simple, but true.....
Karel_x,
Thank you and, as I said, I was surprised to read the Pravda article. Now that the report is out, confirming there was nothing wrong with the aircraft itself, best wishes to Sukhoi in putting this accident behind them. Btw, I have no bias for/against Sukhoi, Embraer or Bombardier; the competition between them can only make for better and safer airplanes. Hopefully this accident will make for safer demo piloting.
Thank you and, as I said, I was surprised to read the Pravda article. Now that the report is out, confirming there was nothing wrong with the aircraft itself, best wishes to Sukhoi in putting this accident behind them. Btw, I have no bias for/against Sukhoi, Embraer or Bombardier; the competition between them can only make for better and safer airplanes. Hopefully this accident will make for safer demo piloting.
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Hetfield :
Perhaps, but an accident never has a single cause. Had Jakarta ATC the correct a/c type and flight plan , the aircraft would have never been cleared to descend to 6000 ft in that area, and be left alone after that. . A decend on a return leg to land , yes but that would have been on a different course/heading.
These errors, or rather asumptions that led to errors, explains the ATC involvment discussed ( and speculated) at length at the begining of this thread.
The pilots goofed it! Simple, but true.....
These errors, or rather asumptions that led to errors, explains the ATC involvment discussed ( and speculated) at length at the begining of this thread.
ATC Watcher, 
For thought; was the use of 'SU30' a mistake, perhaps aggravated by language? Or perhaps there was no ICAO coding for the SU100 before final certification, thus the choice appeared logical?
“Accidents arise from the unforeseen and often unforeseeable concatenation (linking) of diverse events, each one necessary, but singularly insufficient”. J Reason
For thought; was the use of 'SU30' a mistake, perhaps aggravated by language? Or perhaps there was no ICAO coding for the SU100 before final certification, thus the choice appeared logical?
“Accidents arise from the unforeseen and often unforeseeable concatenation (linking) of diverse events, each one necessary, but singularly insufficient”. J Reason
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alf5071h :
There is an ICAO code for the SSJ, it is SU95 . (there since more than a year )
interestingly there is no SU30 in ICAO, the SU-30 ICAO type designator is SU27, to complicate things many Suhkoi type designators do not follow common ICAO designations , (do not ask me why they do this
) hence adding another possible layer of confusion , (e.g. a SU-39 is for ICAO code a SU25 , a SU-47 is for ICAO SU37 , while the real SU-37 is for ICAO a SU27.. etc)
Search
It would appear that the ATS system (the computer software used) aircraft types database was not ICAO , but rather local, and that unknown types for the system could not be entered. Hence the " logical choice" to enter another Sukhoi type .
For a low trained, low pay assistant entering flight plans in a computer , a Sukhoi is a Sukhoi. To his defense, and if you type Sukhoi in google you get fighters, not civil airliners.
Interestingly during the debrief, , nobody in Jakarta ACC said they knew Sukhoi was making civil airplanes and that one was in the country.
There is an ICAO code for the SSJ, it is SU95 . (there since more than a year )
interestingly there is no SU30 in ICAO, the SU-30 ICAO type designator is SU27, to complicate things many Suhkoi type designators do not follow common ICAO designations , (do not ask me why they do this
) hence adding another possible layer of confusion , (e.g. a SU-39 is for ICAO code a SU25 , a SU-47 is for ICAO SU37 , while the real SU-37 is for ICAO a SU27.. etc)Search
It would appear that the ATS system (the computer software used) aircraft types database was not ICAO , but rather local, and that unknown types for the system could not be entered. Hence the " logical choice" to enter another Sukhoi type .
For a low trained, low pay assistant entering flight plans in a computer , a Sukhoi is a Sukhoi. To his defense, and if you type Sukhoi in google you get fighters, not civil airliners.
Interestingly during the debrief, , nobody in Jakarta ACC said they knew Sukhoi was making civil airplanes and that one was in the country.
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A classic case of the holes in the cheese lining up I think
IF the ATC controller had known about the Sukhoi demo flight
IF the weather had been marginally better
IF the pilot had taken the same route as he did in the morning
IF they'd flown from Sukarno-hata and not Halim......
etc ewtc
any one of the above could have saved them
actually looks like quite a good report as well -I thought they'd at least whitewash local control.......
IF the ATC controller had known about the Sukhoi demo flight
IF the weather had been marginally better
IF the pilot had taken the same route as he did in the morning
IF they'd flown from Sukarno-hata and not Halim......
etc ewtc
any one of the above could have saved them
actually looks like quite a good report as well -I thought they'd at least whitewash local control.......
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A thorough report but poorly written with much duplication. I read it right through and I read the same things three times under three different headings. I am a trifle unfair though because it is written in a second language (English)!
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It's actually not so easy to translate Bahasa Indonesia precisely into English - it lacks precision with regard to time and dates - the classic is the word "waktu" which can be translated as "when" but generally means "if" - a good translator therefore repeates dates and times for example just to make sure you know where and when you are
Last edited by Heathrow Harry; 20th Dec 2012 at 13:20.
I'm pretty sure the report is not a translation, and was probably not written by an Indonesian (I live in a country that also speaks Malay.)
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Lets wish much success for Sukhoi in Indonesia. May the SSJ prove its value well.
Sky Aviation to receive first SSJ-100 in January | The Jakarta Post
Sky Aviation to receive first SSJ-100 in January | The Jakarta Post
I can assure you that it's not a translation. There is only one final report released and it's in English. All of the aviation accident reports produced by the NTSC in recent times have been in English, even domestic accidents and incidents.