garuda indonesia flight 152 air crash investigation
For the exception to apply, O’Scannlain noted, the statute requires that the action arise from “a commercial activity carried on in the United States by the foreign state...or upon an act outside the territory of the United States in connection with a commercial activity of the foreign state elsewhere [when such] act causes a direct effect in the United States.” The fact that Garuda sold tickets in the United States did not furnish a sufficient nexus to subject its domestic flights to the exception, the judge wrote. During his interview with the NTSC, the captain denied that this had influenced his decision not to abort the landing. 120 seconds prior to impact, the crew was asked to turn left further, to 215 degrees, and descend to 2000 feet.
Nor was the court persuaded by Coyle's "commercial activity" argument. Perhaps the most critical memo was one written by Hamilton-Sundstrand engineer Donald Bateman, who wrote:
The crew, led by Captain Rahmo Wiyogo, 41, a pilot with over 20 years of flying experience at Garuda Indonesia and more than 12,000 flying hours, and First Officer Tata Zuwaldi, also 41, a former flight engineer who recently upgraded to pilot, was instructed to turn left heading 240 degrees to intercept the ILS localizer. No evidence was found of any defect or malfunction of the aircraft or its systems that could have contributed to the accident. The aircraft had accumulated over 35,200 airframe hours and 37,300 cycles since its first flight in 1992. The FFCC would later be developed into the A300-600 series, in which all elements of the flight deck are brought to A310 standards, including the addition of electronic flight instrumentation. Garuda Indonesia Flight 152: Airbus A300B4-220: near Medan ... Sempati Air Flight 304 – A Fokker F27 crashed onto a residential area near Bandung after one of its engines caught fire and failed in flight. On 26 September 1997, Flight 152, on final approach into Polonia International Airport, crashed into mountainous woodlands 30 miles (48 km) from Medan during low visibility caused by the The aircraft was an Airbus A300B4 FFCC, or "forward-facing crew concept." But the Ninth Circuit agreed with Garuda that under the circumstances, the Badens’ trip to Medan did not constitute "international air transportation" within the meaning of the Warsaw Convention. These caused the aircraft to continue descending below the assigned altitude of 2000 ft and hit treetops at 1550 ft above mean sea level. "There was confusion regarding turning direction of left turn instead of right turn at critical position during radar vectoring that reduced the flight crew’s vertical awareness while they were concentrating on the aircraft’s lateral changes. The facts that the tickets did not reference any international travel, were purchased in Indonesia from a source independent of the travel agent who sold them the U.S.-Indonesia tickets, and were labeled "DOMESTIK" unambiguously established that the flight was not part of their international journey as contemplated by the treaty, O’Scannlain said. During this time the flight descended through 2,000 ft due to the captain inputting the wrong altitude of 1,500 ft. The first officer was 30-year-old Gagam Saman Rohmana, who had been with the airline for three years and had 1,528 flight hours, with 1,353 of them on the Boeing 737.The national airline of Indonesia (founded in 1949),Following the crash of Flight 200, the European Union banned Garuda and all Indonesian airlines from flying into the EU.Flight GA200 originated in Jakarta and was carrying 133 passengers, 19 of whom were foreigners (10 Australians, 2 Americans, 5 Germans and 2 Koreans).Captain Komar initially claimed that there was a sudden In a miraculous stroke of luck, one of the survivors was a freelance cameraman, Wayan Sukardo, for Channel Seven of Australia. In summary, the NTSC Report attributed the accident to pilot error. Though both are sufficient for conducting instrument approaches, the captain may have been overwhelmed due to his lack of familiarity with the analog instrumentation.Contributing to the accident was the failure of the The first lawsuit was filed by Nolan Law Group in Chicago, Illinois on September 24, 1998 on behalf of American passengers Fritz and Djoeminah Baden.The victims' lawyers produced several internal memos from Hamilton-Sundstrand showing that the system had been inadequately tested for mountainous terrain, having been mostly tested on flat ground with gentle slopes. Air crash investigation : flight 152's tragic death - YouTube "Based on recent flight demonstrations ... of the MK II GPWS, I have become very concerned about the Excessive Rate Detector Circuits in the MK II computers. The weather was calm. After the crew members were interviewed, the wreckage was examined, flight data and cockpit voice recordings were analyzed, and a safety review of the airport was conducted, Indonesia's National Transportation Safety Committee released its final report on 22 October 2007. air crash investigation garuda indonesia flight 152, air crash investigation "Sink rate" and "Whoop whoop, pull up". All 234 passengers and crew were killed in the disaster. The crash of Garuda Indonesia Flight 152 is featured in the fifth episode of the Season 17 of Mayday (Air Crash Investigation). Aside from being an FFCC model, the aircraft was powered by two At approximately 1:00pm, air traffic controllers in Medan cleared Flight 152 for an ILS approach into Runway 05 from its current 316 degree heading. The Badens' tickets for Flight 152 are powerful, unambiguous evidence of the latter." Sundstrand's in-house experts conducted their own after-crash simulations and confirmed that a properly functioning warning system should have sounded alarms about 14 seconds before impact and that the accident would have been avoided if that had occurred. As of 1 March 2007, Garuda Indonesia had implemented a new fuel efficiency incentive, which awarded a salary bonus if fuel consumption for a flight was lower than nominal. This control arrangement is similar to the Airbus A310 series, the difference being that the FFCC retains most of the analogue flight instrumentation of the original A300.