Lion Air
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Lion Air
A Lion Air Boeing 737-800, registration PK-LOO performing flight JT-892 from Makassar to Gorontalo (Indonesia) with 174 passengers and 7 crew, landed on Gorontalo's runway 27 in rain at about 18:35L (10:35Z) but overran the end of the runway and came to a stop on soft ground with all gear struts dug in. There are no injuries being reported, the aircraft sustained substantial damage however.
Although I'm not a particular fan of Avherald, I'd still suggest that it's courteous to credit the source when you're quoting from it:
Accident: Lion B738 at Gorontalo on Apr 29th 2018, runway excursion on landing
Accident: Lion B738 at Gorontalo on Apr 29th 2018, runway excursion on landing
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I don’t think this is the first time for them. In any case, Indonesia can be tricky. I remember landing somewhere there where the touchdown point was bright and sunny and the rollout to taxiway was a full on squall with viz almost zero.
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Lion Air are the runway excursion specialists - including 2 at the same airport within 24h!
No fatal accidents so far - that's not for lack of trying!
For some reason they still haven't been shut down by the Indonesian CAA.
No fatal accidents so far - that's not for lack of trying!
For some reason they still haven't been shut down by the Indonesian CAA.
There is a perception in these parts that speed plays a significant role in these incidents, as anyone might suspect from the outcome.
Admittedly that perception may be influenced by the proximity of housing to the wingtips on landing.
A bit like the power stanchions out of the window of the Shin Kanzen.
It just seems that most landings seem to be much faster than you become accustomed to in other regions.
Hence the perception, whether truly indicative or not I do not know.
And, of course, high speed may be a contributor to long landings.
It would be handy to see some detail of speed from any reports on these incidents.
But, by exception, Garuda seem to have got on top of that perception; ever since the Jogyakarta over-run.
Admittedly that perception may be influenced by the proximity of housing to the wingtips on landing.
A bit like the power stanchions out of the window of the Shin Kanzen.
It just seems that most landings seem to be much faster than you become accustomed to in other regions.
Hence the perception, whether truly indicative or not I do not know.
And, of course, high speed may be a contributor to long landings.
It would be handy to see some detail of speed from any reports on these incidents.
But, by exception, Garuda seem to have got on top of that perception; ever since the Jogyakarta over-run.
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Stated in the article:
The perils of relying on ADS-B data to make any kind of statement about aircraft final position are well known, I thought avherald would be better than to fall into that trap.
According to ADS-B data the aircraft came to a stop about 420 meters
Yes, I should have phrased it better - I was wondering where the ADS-B data supporting the overrun conclusion had come from. It's certainly not from FR24, which only captures the landing track as far as the TDZ.
Sadly, and not for the first time, Simon is way out of his depth when it comes to drawing conclusions from ADS-B data (there may be a bit of Dunning-Kruger at play here).
I'm reminded of a similar discussion about 18 months ago (Norwegian B738 at Kristiansand):
Interestingly, there's a even a reader comment in the Avherald report on the Lion Air correctly pointing out that the photo captioned "The aircraft past the runway end" clearly isn't !
I'm reminded of a similar discussion about 18 months ago (Norwegian B738 at Kristiansand):
Nobody (well almost nobody) took the "230 metre skid" scenario seriously after the ADS-B data had been published, given that it would have required the aircraft to have started its takeoff run in the fjord. 
If you have finally managed to convince Avherald of that fact without your posts being deleted, IP blocked and emails returned marked "We are not interested in spam" then you are to be congratulated.
If you have finally managed to convince Avherald of that fact without your posts being deleted, IP blocked and emails returned marked "We are not interested in spam" then you are to be congratulated.
Your photo seems to show it off on the LH side pretty much next to the turn off for the new terminal, with the eastern end of the high ground to the south visible in the background.
Also seems to indicate that he was angling back towards the runway.
My guess would be about 6000 ft down the runway.
But I'll stick with my comment about the cow paddock.
This photo seems to show nose gear less than 1 metre from a tarmac surface, probably the runway.
Unfortunately somehat lower level than the sealed surface.
It is not inconceivable that this position may have been the result of a misguided retrieval operation.
Unfortunately somehat lower level than the sealed surface.
It is not inconceivable that this position may have been the result of a misguided retrieval operation.
Photo taken from the crash gate adjacent to the old terminal apron, suggesting that the aircraft had used rather less than half of the available 8,000 feet before departing to the left of the runway.
I presumed that the equipment shown in a previous post was on the apron in front of the new terminal.... wrong again.
Ploughing through the slurry would have had a few noses pressed against the headrest in front.
They'll probably need to get salvage gear / craneage from Manado to move it.
Haven't checked but I suspect that airport is still closed to fixed wing.
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Occupational problem. I operated into many Indonesian airports during the 1990s with B737 aircraft. At that time, there were many runway excursions. Also, at that time, there was no equipment in the country to remove any runway contamination. Apparently, some avtur or avgas was sprayed and ignited at various times in attempts to burn off any rubber deposits. Perhaps, nothing has changed?
