Aoc 152: Fill & Download for Free

As noted by Mr. Van Gilder below, if you do not have a baccalaureate degree, and you won’t have one in the near future through your own efforts, the fastest route to becoming a military aviator of any airframe, in any service is: Army warrant officer aviator program.See p. 19, par. 3–11, “Commissioned Officer Professional Development and Career Management,” DA PAM 600–3, dated 3 December 2014:a. Entry level. Warrant officers are accessed according to the needs of the Army. Once accepted, the applicant must attend WOCS, conducted by the Warrant Officer Career College at Fort Rucker, AL or a two-phased regional training institute run by State ARNG. SF warrant officers, 180A, will attend their candidate school at Fort Bragg, NC. The WOCS and regional training institutes test the mental, emotional, and physical stamina of candidates to determine their acceptability into the warrant officer corps. The course is focused on common, foundational material and provides the skills, knowledge and behaviors required of all warrant officers, regardless of specialty. Upon course completion, the candidates are appointed to the grade of WO1 but are not yet AOC/MOS-qualified.b. Warrant officer one/chief warrant officer two. After graduating from WOCS, the new WO1 must attend a WOBC conducted by his or her proponent school. WOBC provides functional training in the applicable AOC/MOS and reinforces the leadership training provided in WOCS. Upon successful completion of WOBC, the warrant officer is awarded a AOC/MOS and given an initial operational assignment. Operational assignments continue for the next several years. Throughout this period, warrant officers should continue their self-development, to include the pursuit of civilian education goals. The civilian education goal at this career point is an associate degree or equivalent in a discipline related to their AOC/MOS prior to eligibility for selection to CW3. After promotion to CW2, at approximately the third year of warrant officer service, warrant officers can enroll in Prerequisite Studies for the WOAC, an AOC/MOS immaterial course administered by the Distributive Education Section of the Warrant Officer Career College. Completion of this course renders the officer eligible to attend his or her resident WOAC. Officers are eligible to attend the resident portion of their proponent-controlled WOAC after serving for 1 year as a CW2 and should attend no later than 1 year after their promotion to CW3. Officers must attend WOAC prior to promotion to CW4.And, on par. 4–7.H.:h. Warrant officer schools.(1) Warrant Officer Candidate School. All AA warrant officer candidates must attend the resident WOCS at Fort Rucker, AL. The ARNG and USAR warrant officer candidates may attend WOCS at either Fort Rucker, AL or at one of the RC-regional training institute. WOCS graduates are conditionally appointed to WO1 (grade WO1). Appointment is contingent upon certification by the MOS proponent that the warrant officer is technically and tactically qualified to serve in the authorized warrant officer MOS.(2) Warrant Officer Basic Course. Upon graduation from WOCS and appointment to WO1, each officer will attend functional specialty training at WOBC, which is a functional specialty development course taught at various proponent schools that prepares newly appointed officers for their assignments as WO1. Training is performance oriented and focuses on technical skills, leadership, effective communication, unit training, maintenance operations, security, property accountability, tactics, and development of subordinates. The WOBC graduates are recognized as WOBC “GRAD”. Branch proponents are responsible for developing and updating WOBC training and technical certification standards.And par. 10–5.E.:d. Military occupational specialty 152–155 Army aviator. Aviation warrant officers (see fig 10–9) in these specialties pilot and command all army aircraft in tactical and non-tactical conditions. Aviation warrant officers must be agile, adaptive, and creative, as they operate both fixed and rotary-wing aircraft in all meteorological conditions, both day and night, and are responsible for coordinating, conducting, and directing all types of single service and joint combat, combat support and sustainment operations. These officers function as direct combat participants with organic armament systems, and sustain combat proficiency for their designated aircraft as outlined in the appropriate aircrew training manual. Aviation warrant officers fill a unique role within Army Aviation as the branch’s technical and tactical experts providing long-term continuity of service within both conventional and special operations Aviation units. As multi-skilled, lifelong learners, the focus of every officer should be on bringing the Warrior Ethos to every job and every facet of their development.(1) Assignment oriented training is an important element in development of a fully capable senior 152–155. Examples of assignment oriented training are: The Aviation safety officer instructor pilot, maintenance test pilot, Aviation mission survivability officer (AMSO), instrument flight examiner, and master gunner. After completing WOCS, WO1s attend Initial Entry Rotary Wing training and the Aviation WOBC.(2) MOSs 152–155 WO1. After completing the WOCS, WO1s attend the Initial Entry Rotary Wing and Aviation WOBC and the Survival, Evasion, Resistance, and Escape Course. WO1 appointments are contingent upon successfully completing MOS certification courses and graduation from Aviation WOBC. These are basic level, technically and tactically focused officers who perform the primary duties of leader and operator. They provide direction, guidance, resources, assistance, and supervision necessary for subordinates to perform their duties. WO1s have specific responsibility for accomplishing the missions and tasks assigned to them. WO1s primarily support crew operations from team through battalion, requiring interaction with all Soldier cohorts and primary staff. These are basic level tactical and technical experts who should expect to serve in platoon, or company-level positions. Attaining pilot-in-command status is a goal, and annual completion of all Aircrew Training Program requirements is an expectation of these officers. Assignment oriented training will be used to prepare these officers for each assignment. Select WO1s will be assessed into ARSOA units.(Regret fuzzy columns…see the original on p. 97 of the Reference linked if you really are interested in this Figure.)All of this being said, you need to:Really nug through what you want to do, and why you want to be a pilot. Just to fly? To be a Top Gun fighter jock? What type of airframes? To fly strategic air, i.e., USAF stuff carrying stuff that shouldn’t be talked about? To have a career in aviation that will continue long after you leave the Service, since commercial pilots can often fly many more years (age 60 or thereabouts)? Do you care if you are a military aviator, or just want to fly?You really need to talk it over with an Army recruiter who can talk “aviation” paths…specifically “MOS 152–155, Aviation Warrant Officer.”You should also talk to a Marine OSO (officer recruiter), and USAF, Navy, and USCG recruiters who can talk “aviation.” You may not have a degree yet, but perhaps they have programs that can help you get one, and then as a commissioned officer get a guaranteed flight contract.You could also leave active duty, using GI Bill benefits, AND remain in a reserve status, continuing to earn some pay and retirement credit, and with some benefits, so you don’t lose all forward momentum. Who knows, in 4 years of college, you might end up being promoted twice more before taking a commission, or your career path finds a new way that doesn’t involve flying, or even the military. You’ll never know until you walk that path, where it leads.I ALWAYS recommend staying active in the reserves, in some fashion, earning at least enough reserve retirement points (50 per year), so you have “qualifying years” toward a reserve retirement. Why? Well, if you play your cards right, most of those points will come with pay, so there’s that. Plus some benefits. Plus participation and skills refresher. Plus, ALL of the active duty you perform in the reserves will carry over if you return to active duty later…every day counts. AND, although your drill (reserve) days WILL NOT count to an active duty retirement (only reserve retirement), once you retire (either as active or reserve, any service) — THOSE RESERVE POINTS WILL ALL BE ADDED TO YOUR ACTIVE DUTY DAYS TO COMPUTE YOUR RETIRED PAY…SO YOU GET THEM BACK IN THE END AT LEAST FOR PAY PURPOSES.Also, only about 50% of the USMC officers commissioned each year actually go the distance and achieve an active duty retirement. For some, that is by choice. For some, their choices are restricted by medical problems, or illnesses, or family issues, or legal issues, or they simpy are caught up in a force draw-down and can’t finish out 20 years…BUT — many of those who cannot/do not wish to achieve 20+years of active duty in ANY service, will be able to finish out in a reserve component. Sometimes even in a DIFFERENT component/Service!I knew a reserve USMC LtCol aviator, Pensacola-trained. He lived in a remote area. Getting to his USMC drill centers to participate in USMCR activities was difficult and expensive for him. So, he went down the road a few miles to the local Army National Guard aviation unit (flying almost the same type of airframes that he was qualified to fly). He asked to transfer interservice. It was granted: he surrendered his LtCol commission and instead was commissioned as a ARNGUS Chief Warrant Officer-3, flying the same birds. He was happy as a clam for several years, until his civilian employer moved him…much closer to a USMCR unit that flew his birds. So, he decided that he wanted to come back to his original gun club. He applied and was approved again for interservice transfer because he had “special skills,” and he was re-appointed as a LtCol USMCR. He in fact lost the seniority of the years he was in the ARNGUS, but he kept all the previous LtCol seniority he had accumulated. He retired as a LtCol USMCR, and never had a single year where he did not accumulate enough reserve points to have a qualifying year. I think he may have done 28 total years, with at least 4 or so in the ARNGUS flying birds.Because he was authorized to wear both the USN/USMC flight wings as a pilot, AND the flight wings as an Army aviator, he always had to carry around the uniform regs’ specific paragraph that allowed him to wear his Naval Aviator wings above his left breast pocket, and his Army aviator wings above his right breast pocket…people asked him constantly what it was and whether it was authorized…it was…I saw the laminated card with the references he carried around in case someone challenged him…Check all the Services, even Coast Guard, to see what commission programs they are sponsoring each year, and which ones you might be qualified for, and which ones might offer a flight contract. You might be surprised that the USCG, for instance, offers financial assistance for a couple years of college, and then a flight spot. Or, go USMC MECEP and stay on active duty, get paid to go to college, graduate and get commissioned, get flight contract, and roll with it. Many options, and NOBODY will show them all to you. You have to sniff them all out, Service by Service, asking questions and tracking what you know, and what the qualifications and application windows are for each program and ServiceYou could use your Post 9/11 GI Bill benefits to go to flight school in a civilian capacity, earn pilot license, and fly.You could get hired by any number of private or public companies/agencies, and work yourself to get a flight school (better chance if you already have a pilot’s license of course).If you are injured or ill sufficiently that when you depart active service, you go see your VA Vocation Rehabilitation specialist at the regional VA office. The VOC REHAB program, PROVIDED YOU ARE AT LEAST 30% rated disability, will pay for you to go to flight school, and a living stipend in addition. Basically, free flight school and a housing allowance, too. And job placement assistance.Note, however, that there are rules about overlapping GI Bill benefits and VOC REHAB. Talk to the VA about it, there are benefits to both. (VOC REHAB will pay for it ALL (at the school)…if it leads you to a new career.) GI Bill will pay up to the limits set by the program, by state, etc.Pros/Cons.Good luck, Marine.

I would never fly an Indonesian airline, how much is your life worth….According to data from the Aviation Safety Network, Indonesia has had 104 civilian airliner accidents with over 1,300 related fatalities since 1945, ranking it as the most dangerous place to fly in Asia.EXPLAINER: Why Indonesia's plane safety record is a concernIn June 2007, the European Union banned Garuda Indonesia, along with all other Indonesian airlines, from flying into any European country due to poor safety records.In Indonesia, there are 22 commercial scheduled airlineswith flights carrying more than 30 passengers (AOC 121), and 32 airlines that only operate flights with fewer than 30 passengers (AOC 135).[10][56] Some notable Indonesian airlines, among others, include:[57]Garuda Indonesia, the government-owned flag carrierof Indonesia.Citilink, the low-cost carrier subsidiary of Garuda Indonesia group.Lion Air, currently the largest private low-cost carrier airline in Indonesia.Batik Air, the premium subsidiary of Lion Air group.Wings Air, the regional short-haul subsidiary of Lion Air group, connecting towns and small regional airports.Sriwijaya Air, currently the largest medium service regional carrier in Indonesia, also the country's third largest carrier.NAM Air, regional short-haul subsidiary of Sriwijaya Air, also using "Medium Service" concept.Indonesia AirAsia, the Indonesian branch of Malaysian-based AirAsia.Xpress Air, a medium service regional airline. Mostly serving cities in eastern and central Indonesia, but also have several routes in western Indonesia.Trigana Air, a medium service regional airline serving towns and small regional airports with small aircraft. Mainly serving eastern and central Indonesia.TransNusa, a medium service regional airline serving towns and small regional airports with small aircraft. Mainly serving Nusa Tenggara routes.Susi Air, regional airline serving towns and small regional airports with small aircraft. Started as a chartered cargo airline carrying fresh seafood from Pangandaran to Jakarta, owned by Susi Pudjiastuti.Aviastar, domestic passenger airline started as a helicopter charter services company with various leased helicopters, now is an established company dealing with air transportation services either for chartered flights or schedule flights.Aviation market share in Indonesia (2015)[58]Lion Air (41.6%)Garuda Indonesia (23.5%)Sriwijaya Air (10.4%)Citilink (8.9%)Wings Air (4.7%)Indonesia AirAsia (4.4%)Others (6.5%)In mid 2015, Lion Air rules Indonesia's domestic air travel market share by 41.6 percent, while Garuda Indonesia came in second with 23.5 percent share. Sriwijaya Air came in third with a market share of 10.4 percent, followed by Garuda's low-cost subsidiary Citilink (8.9 percent) and Lion Air's short-haul subsidiary Wings Air (4.7 percent). Indonesia AirAsia, a unit of the Malaysian budget airline, had a 4.4 percent market share.[58]Overall, Indonesian domestic air travel business is overwhelmingly ruled by two groups; Lion Air group and Garuda Indonesia group. By mid 2015, Lion Air group accounted for 43.17 percent of market share, while Garuda Indonesia group had a 37.08 percent market share.[59]from Wikipedia…List of aviation accidents and incidents in Indonesia - Wikipedia1930s6 October 1937: a KLM Douglas DC-3-194B "Specht" (PH-ALS) crashed just after takeoff from Talang Betoetoe Airport, killing four of 12 on board. The number one engine failed, causing a fire. Although the pilot cut fuel to the engine, the aircraft could not gain altitude on the remaining engine.[20]1940s22 January 1940: a KNILM Lockheed 14-WF62 Super Electra (PK-AFO) lost altitude after takeoff from Denpasar Airport in Bali and crashed into the Indian Ocean after a wingtip struck the water, killing 8 occupants and leaving only 1 survivor.[21]6 December 1941: Dutch Navy Consolidated PBY-5 Catalina Y-44 crashed at Tandjong Pandan, killing five.[22]29 December 1941: a KNILM Douglas DC-3-194B "Nandoe" (PK-ALN) was destroyed on the ground by Japanese fighters while parked at Polonia Airport.[23]29 December 1941: a BOAC Short Empire Mk.I "Cassiopeia" (G-ADUX) crashed on takeoff off Sabang after it struck debris, killing four.[24]30 January 1942: a Qantas (leased from Imperial Airways) Short Empire "Corio" (G-AEUH) was shot down by seven Japanese Mitsubishi A6M Zero aircraft and crashed 3 nmi from the mouth of the Noelmini River; 13 of 18 on board died in the attack.3 March 1942: a KNILM Douglas DC-3-194B "Pelikaan" (PK-AFV) was attacked and shot down by three Japanese Mitsubishi A6M2 Zero aircraft, whom returning to base after attacking Broome in Western Australia, causing the evacuation flight from Bandung to force-land at Carnot Bay, 90 kilometers north of Broome; three passengers and one crew member (J.F.M. Blaauw, mechanic) died during a later strafing attack.[25]August 1943: an Imperial Japanese Airways Nakajima L2D (J-BIOA) was shot down near Sulawesi.[26]24 January 1945: an Imperial Japanese Airways Nakajima L2D (J-BKOA) disappeared between Denpasar and Surabaya.[27]29 July 1947: an Orissa State Government Douglas C-47B (VT-CLA) was shot down by a Royal Dutch Indies Army Curtiss P-40. The C-47 went into a dive, crashing into trees and later into rice paddies in Ngoto, Bantul and broke up, killing eight of nine on board; only the tail remained intact. The C-47 was chartered by the Indonesian government to deliver Malaysian Red Cross supplies. Dutch authorities claimed that they were not informed of the flight and that the aircraft had no Red Cross markings.[28]25 October 1948: a Pacific Overseas Airlines C-47 (HS-PC103) crashed off Sumatra Island; the aircraft was probably shot down by Dutch pilots.[29]2 December 1949: a Bataafse Petroleum Maatschappij (BPM) Boeing-Canada Canso B(PK-AKC) crashed on landing at Muntok Bay during a survey flight, killing six of 11 on board.[30]1950s17 November 1950: a Garuda Indonesia Airways Douglas C-47A-65-DL (DC-3) overran the runway into a ditch while landing at Juanda Airport, killing 2 crew aboard, while 20 passengers and a crew member survived.[31]11 April 1955: An Air India Lockheed L-749A Constellation was en route from Hong Kong to Jakarta when it exploded in mid-air and crashed into the waters off the coast of the Natuna Islands; 16 people were killed in the crash and three survived. A time bomb had been placed on the aircraft in an attempt to assassinate Chinese Premier Zhou Enlai.[32]16 July 1957: KLM Flight 844 was taking off from Biak Airport in West Papua when it plunged into Cenderawasih Bay. Out of 68 people on board, only 10 people survived the accident. The cause of the crash was never determined.1960s24 January 1961: Garuda Indonesia Flight 424, a Douglas C-47A (PK-GDI), struck the western slope of Mount Burangrang, (15 km north of Bandung), killing all 21 occupants aboard. The DC-3 took off from Jakarta for a flight to Bandung, Yogyakarta and Surabaya; wreckage was found four days later.[33]3 February 1961: Garuda Indonesia Flight 542 Douglas C-47 went missing while flying over the Java Sea. All 5 crew and 21 passengers on board were believed to have been perished.[34]1 January 1966: The only known mid air collision in Indonesia, two Garuda Indonesia C-47A collided in mid-air near Palembang, killing all 34 on board both aircraft.[35][36]16 February 1967: Garuda Indonesia Flight 708 crashed on landing at Manado due to pilot error, killing 22 of 92 on board.[37]28 May 1968: a Garuda Indonesia Convair 990 bound for Karachi, Pakistan crashed into the sea shortly after taking off from Bombay Santa Cruz Airport. All 29 people on board (15 passengers and 14 crew members) died. In addition, there was one casualty on the ground.[38]1970s1971–197210 November 1971: A Merpati Nusantara Vickers Viscount 828 (PK-MVS) "Sabang" crashed into the sea 75 miles (121 km) off Sumatra killing all 69 people on board.[39]5 April 1972: a Merpati Nusantara Vickers Viscount was the subject of an attempted hijacking. The hijacker was killed.[40]197328 February 1973: A Merpati Nusantara Airlines DHC-6 crashed into terrain near Nabire, Papua, killing all 13 on board.1974Edit22 April 1974: Pan Am Flight 812 crashed into a hillside at Grogek, North Bali. The flight was a scheduled international flight from Hong Kong to Sydney, Australia, with an intermediate stop at Denpasar, Bali, Indonesia. All of the 96 passengers and 11 crew on board were killed.[41]7 September 1974: a Garuda Indonesia Fokker F-27 crashed on approach to Tanjung Karang-Branti Airport. The aircraft crashed short of the runway while on approach in limited visibility. The aircraft eventually struck buildings near the runway and caught fire. 33 out of 36 people on board perished.[42]1975–1979Edit24 September 1975: Garuda Indonesia Flight 150 crashed on approach to Palembang Airport. The accident, which was attributed to poor weather and fog, killed 25 out of 61 passengers and one person on the ground.[43]4 November 1976: a Bali International Air Service Fokker F-27 was landing at Banjarmasin Airport when one of its propeller auto-feathered due to crew error. The plane crashed into the side of the runway and burst into flames. 29 out of 38 people on board were killed in the crash.[44]7 February 1977: a Merpati Nusantara Douglas C-47A PK-NDH was damaged beyond economic repair in a landing accident at Tanjung Santan Airport.[45]29 March 1977: A Merpati Nusantara DHC-6 Twin Otter stalled and crashed into the woods in Sulawesi after the pilot made an erroneous maneuver to evade an imminent collision with terrain. 13 people out of 23 people on board were killed.[46]5 October 1978: A Merpati Nusantara Douglas C-47A (PK-NDI) burned out whilst parked at Ngurah Rai International Airport, Bali.[47]11 July 1979: a Garuda Indonesia Fokker F-28 on a domestic flight hit a volcano on approach to Medan Airport, Indonesia. All 61 people on board were killed.[48]1980sEdit1981Edit12 January 1981: a Garuda Indonesia Douglas DC-10-30 PK-GIB overran the runway on landing at Ujung Pandang Airport, Sulawesi, Indonesia and was substantially damaged. The aircraft subsequently returned to service.[49]28 March 1981: Garuda Indonesia Flight 206, a McDonnell Douglas DC-9-32, PK-GNJ "Woyla", was hijacked on a domestic flight from Palembang to Medan by five heavily armed hijackers. The hijackers diverted the flight to Penang, and then to Bangkok. The hijackers demanded the release of 84 political prisoners in Indonesia. On the third day of the hijacking (31 March 1981) the airplane parked in Bangkok Don Muang International Airport was stormed by Indonesian commandos One of the commandos was shot, probably by his comrades, as was the pilot, also probably by Indonesian commandos. The rest of the hostages were released unharmed. Two of the hijackers surrendered to the Thai commandos, but they were killed by the Indonesian commandos on the plane taking them back to Jakarta.[50][51]1982Edit20 March 1982: a Garuda Indonesia Fokker F-28 on a domestic flight overran the runway at Tanjung Karang-Branti Airport in bad weather. The aircraft subsequently burst into flames killing all 27 people on board.[52]24 June 1982: British Airways Flight 9 from Kuala Lumpur to Perth, flew into a cloud of volcanic ash thrown up by the eruption of Mount Galunggung in West Java while flying over Indian Ocean, resulting in the failure of all four engines. The aircraft was diverted to Jakarta while gliding out the ash cloud. All engines were successfully restarted, although one failed again soon after, allowing the aircraft to land safely at the Halim Perdanakusuma Airport in Jakarta.[53][54]1984–1987Edit30 December 1984: a Garuda Indonesia DC-9-30 on a domestic flight touched down too late and overran through a ditch, trees and a fence at Ngurah Rai International Airport. The aircraft broke in 3 and caught fire. All 75 on board survived.[55]4 April 1987: Garuda Indonesia Flight 035, a Douglas DC-9-30, struck power lines and crashed short of the runway at Polonia International Airport due to possible windshear, killing 23 of 45 on board.[56]1990sEdit1992Edit24 July 1992: Mandala Airlines Flight 660 – PK-RVU, a Vickers Viscount 816, was flying from Makassar, South Sulawesi to Ambon, Maluku. Suddenly a strong gust of wind from above caused the plane to lose altitude rapidly. It slammed into the side of Inahau Hill in Mount Lalaboy. All 70 people on board perished. Investigators concluded the strong wind and pilot error were the cause of the crash.18 October 1992: Merpati Nusantara Airlines Flight 5601, an IPTN/CASA CN-235-10 (PK-MNN) struck the side of Mount Papandayan while on approach to Bandung, Indonesia, killing all 31 people on board. The plane lost contact with control tower while above Mount Puntang. A search and rescue team found the debris of the plane and no survivors. Merpati's sole female pilot was among the dead.[57]1993Edit1 July 1993, Merpati Nusantara Airlines Flight 724, a Fokker F28 Friendship, smashed into a hill and impacted on water after the crew lost control of the plane whilst on final approach to Jefman Airport in Sorong, Papua. 41 people were killed.1994Edit30 November 1994, Merpati Nusantara Airlines Flight 422, a Fokker F28 overran the runway at Achmad Yani International Airport with no casualties among the 85 on board.[58]1995Edit10 January 1995: Merpati Nusantara Airlines Flight 6715, a de Havilland Canada DHC-6(PK-NUK) "Sangihe", went missing over the Molo Strait between Flores and Rincaislands. As of November 2016, the aircraft was never found. Search and rescue operation were called off. All 14 people on board were presumed dead.[59]1996Edit7 December 1996: Dirgantara Air Service Flight 5940, a CASA C-212 Aviocar was taking off from Banjarmasin when one of its engine suddenly malfunctioned. The pilot had attempted to return to airport. However, it failed to reach its intended destination and crashed into an industrial factory, killing 18 people including 3 on the ground. 1 passenger survived the crash.1997Edit19 April 1997: Merpati Nusantara Airlines Flight 106 – The plane was on approach to Buluh Tumbang Airport in Belitung when it suddenly stalled and banked to the left. It then crashed into the ground, killing 15 people. Investigators concluded pilot error was the cause of the accident.17 July 1997: 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. 28 people were killed.26 September 1997: Garuda Indonesia Flight 152, an Airbus A300B4-220 flying from Jakarta to Medan, crashed in Sibolangit, 18 miles (29 km) short of Medan airport in low visibility, killing all 234 people on board. Airborne searchers and National Search and Rescue Agency later found that the plane crashed 25 km south of Medan killing 234 passengers and crews on board. The plane impacted terrain due to ATC error, and didn't aware that the plane was in close proximity to terrain as there were no visual references due to 1997 Southeast Asian haze. It is the deadliest aviation incident in Indonesia.[60]19 December 1997: SilkAir Flight 185, operated by a Boeing 737-300 plunged into the Musi River in Sumatra during a routine flight from Jakarta to Singapore, killing all 104 people on board. The US NTSB concluded that the crash resulted from an intentional act by a pilot, most likely the captain. NTSB stated that the plane crashed due to suicide by pilot, while Indonesian investigators couldn't determined the cause as because of lack of evidence. The Los Angeles County Superior Court suggested that the cause of crash was due to rudder failure.[61][62]2000sEdit2000Edit18 November 2000: Dirgantara Air Service Flight 3130 failed to take off from Datah Dawai Airport in East Kalimantan and crashed to nearby forest due to overloading. No passengers or crew were killed however everyone was injured. Investigation found an astonishing fact that the pilot voluntarily endangered the occupants by accepting bribes to let a handful of passengers board the already fully loaded aircraft.2002Edit14 January 2002: Lion Air Flight 386, a Boeing 737-200 crashed on take-off and was written off at Sultan Syarif Kasim II International Airport. Everyone on board survived.[63]Garuda Indonesia Flight 421 after its "successful" ditching, dubbed as "Miracle Flight" in Indonesia16 January 2002: Garuda Indonesia Flight 421 en route from Lombok to Yogyakarta was forced to make an emergency landing in poor weather on the Bengawan Solo River, due to an engine flameout caused by water and hail ingestion. In the process, the cabin floor suddenly ripped, causing two flight attendants to be sucked out. One person, a stewardess, was killed in the accident. The remaining 59 people survived.[64]2004Edit7 September 2004: human rights activist Munir Said Thalib was murdered on Garuda Indonesia Flight 974. Garuda's CEO at the time, Indra Setiawan, his deputy Rohainil Aini, and pilot Pollycarpus Priyanto were all convicted of his murder. Garuda was found negligent in refusing to perform an emergency landing and was ordered to pay compensation to Munir's widow. The airline then failed to pay the compensation.[65]30 November 2004: Lion Air Flight 583, a McDonnell Douglas MD-82, was landing during a rainy condition at Adisumarmo International Airport when it overran the runway and crashed onto an embankment and a cemetery. 25 people died.[66]2005Edit5 September 2005: Mandala Airlines Flight 91 shook violently, stalled and crashed into a residential neighborhood in Medan, North Sumatra. A total of 149 people were killed in Indonesia's deadliest air disaster involving ground fatalities. Flight crew took-off with flaps and slats retracted.2006Edit11 February 2006: Adam Air Flight 782, registration number PK-KKE (c/n 23773), lost navigational and communications systems twenty minutes into a flight from Jakarta to Makassar, Sulawesi. The plane was subsequently flown into a radar "black spot" and was lost for several hours, eventually making an emergency landing at Tambolaka Airport, Sumba.[67]4 March 2006: Lion Air Flight 8987, a McDonnell Douglas MD-82, crashed after landing at Juanda International Airport. Reverse thrust was used during landing, although the left thrust reverser was stated to be out of service. This caused the aircraft to veer to the right and skid off the runway, coming to rest about 7,000 feet (2,100 m) from the approach end of the runway. There were no fatalities, but the aircraft was badly damaged.[68]24 December 2006: Lion Air Flight 792, a Boeing 737-400, landed with an incorrect flap configuration and was not aligned with the runway. The plane landed hard and skidded along the runway causing the right main landing gear to detach, the left gear to protrude through the wing and some of the aircraft fuselage to be wrinkled. There were no fatalities, but the aircraft was written off.[69]2007Edit1 January 2007: ATC lost contact with Adam Air Flight 574 en route from Surabaya (SUB) to Manado (MDC). The aircraft, a Boeing 737-400 with registration code of PK-KKW (c/n 24070), had 96 passengers and 6 crew. On 10 January, parts of the aircraft's tail stabilizer were found 300 meters offshore in Makassar Strait.[70] All 102 people were killed.Adam Air Flight 172.21 February 2007: Adam Air Flight 172, a Boeing 737-300 aircraft flying from Jakarta to Surabaya with registration PK-KKV (c/n 27284), had a hard landing at Juanda International Airport. The incident caused the fuselage of the plane to crack and bend at the middle, with the tail of the plane drooping towards the ground. There were no reports of serious injuries from the incident.[71][72]7 March 2007: Garuda Indonesia Flight 200, a Boeing 737-400 flying from Jakarta to Yogyakarta, bounced three times after suffering a hard landing at Adisucipto International Airport, Yogyakarta. The aircraft overran the runway and crashed onto a nearby embankment. 21 people were killed. Investigators found the pilot did not extend the flaps to the recommended position and was fixated on landing the aircraft immediately, even though it was traveling too fast.[73]2008Edit10 March 2008: an Adam Air Boeing 737-400 aircraft flying from Jakarta to Batam with registration PK-KKT (c/n 24353), skidded 75 metres off the end of the runway while landing in Batam. All passengers survived and two were treated for shock. The plane sustained damage to one wing.[74][75]2009EditThe wreckage of Mimika Air Flight 514, seen on the slope of Mt. Gergaji23 February 2009: Lion Air Flight 972, a McDonnell Douglas MD-82 landed without the nose gear at Hang Nadim International Airport, Batam.[76]9 March 2009: Lion Air Flight 793, a McDonnell Douglas MD-90-30 (registration PK-LIL) ran off the runway at Soekarno–Hatta International Airport. No-one was injured.[77]17 April 2009; Mimika Air Flight 514, a Pilatus Porter PC-6 crashed upside down into Mount Gergaji, Papua, killing all 11 people on board. Investigators blamed the pilot for the crash.2 August 2009: Merpati Nusantara Airlines Flight 9760, a de Havilland Canada DHC-6 crashed on the island of New Guinea, about 14 miles (23 km) north of Oksibil. All 16 people on board were killed. Pilot error was blamed for the controlled flight into terrain(CFIT).[78]3 December 2009: a Merpati Nusantara Fokker 100 PK-MJD made an emergency landing at El Tari Airport, Kupang when the left main gear failed to extend. There were no injuries among the passengers and crew.[79]2010sEdit2010EditMerpati Flight 836 overran the runway in Manokwari, crashed and split into two in April 201013 April 2010: Merpati Nusantara Airlines Flight 836 – A Boeing 737 operated by Merpati Airlines overran the runway in Manokwari with 109 people on board. The plane impacted terrain and broke up into three pieces. All 109 people on board survived; 44 people suffered minor injuries.2 November 2010: Lion Air Flight 712, a Boeing 737-400 (registration PK-LIQ) overran the runway on landing at Supadio Airport, Pontianak, coming to rest on its belly and sustaining damage to its nose gear. All 174 passengers and crew evacuated by the emergency slides, with few injuries.[80]2011Edit7 May 2011: a Merpati Nusantara Xian MA60 PK-MZK, operating on the Sorong-Kaimana route, crashed onto the sea several meters from Kaimana Airport. The aircraft was on approach to Kaimana in Papua when it impacted water 500 meters from the runway. A total of 25 people were killed in the incident. The Captain chose to abort landing and performed a sharp left turn. It was also revealed that the Captain didn't retract the flaps properly causing the plane to lose altitude rapidly.[81]29 September 2011: Nusantara Buana Air Flight 823 – As the aircraft flying quite low over Gunung Leuser National Park, the crews encountered a thick cloud. Knowing that there were no other options as there were no gaps between the cloud, thus forcing them to fly into the cloud. But without any visual reference, the plane lost altitude and impacted terrain. All 18 people were killed.3 December 2011, a Merpati Nusantara CASA C-212 Aviocar passenger plane sustained substantial damage in a landing accident at Larat-Watidar Airport, Indonesia. There were three crew members and 19 passengers on board. Two passenger suffered minor injuries.[82]2012EditA graffiti in Solo regarding the Mount Salak Sukhoi Superjet 100 crash9 May 2012: a Sukhoi Superjet 100 aircraft crashed on a demonstration flight operating from Halim Perdanakusuma Airport, Jakarta, Indonesia.[83] The aircraft hit the cliff in Mount Salak, a volcano in the province of West Java, killing all 37 passengers and 8 crew aboard. The plane was on a demonstration flight in Indonesia, carrying potential customers and reporters. But few minutes later the plane impacted Mount Salak with 'no chance of survival'. Final reports indicated that the crews ignored the Terrain Warning System. They thought that the warning system was broken so they turned off the warning system while enganging in a conversation with a potential customer. Unbeknownst to them that the plane was in extreme proximity with terrain.[84][85]2013Edit13 April 2013: Lion Air Flight 904, a Boeing 737-800 (registration PK-LKS; c/n 38728) from Bandung to Denpasar with 108 people on board, crashed into the water near Ngurah Rai International Airport, Bali, while attempting to land. The aircraft's fuselage broke into two parts. While Indonesian officials reported the aircraft crashed short of the runway, reporters and photographers from Reuters and the Associated Press indicated that the plane overshot the runway. All passengers and crew were evacuated from the aircraft and there were no fatalities.[86]10 June 2013: a Xian MA60 PK-MZO, operating Merpati Nusantara Airlines Flight 6517from Bajawa to Kupang with 50 people on board, crash-landed at Kupang airport in East Nusa Tenggara, Indonesia. Twenty five passengers were injured. The aircraft, which has been damaged beyond repair, lay on its belly on the runway with its engines jammed face down into the tarmac and its wings bent forward.[87]6 August 2013: Lion Air Flight 892, a Boeing 737-800 (registration PK-LKH; c/n 37297) from Makassar to Gorontalo with 117 passengers and crew on board, collided into a cow in Jalaluddin Airport. All people on board survived.[88]2014Edit1 February 2014: Lion Air Flight 361, a Boeing 737-900ER (registration PK-LFH; c/n 35710), from Balikpapan Sultan Aji Muhammad Sulaiman Airport to Ngurah Rai International Airport in Denpasar/Bali via Juanda International Airport in Surabaya, with 222 passengers and crew on board, landed hard and bounced four times on the runway, causing a tail strike and substantial damage to the plane. There were no casualties, but two passengers were seriously injured and three others had minor injuries.[89]Tail section of Indonesia AirAsia Flight 850128 December 2014: The Indonesia AirAsia Flight 8501aircraft, operating the route from Surabaya to Singapore, crashed into the Java Sea during bad weather, killing all 155 passengers and seven crew on board. A little crack in solder caused a significant electrical interruption to the rudder travel limiter. The crews tried to fix the problem, but just made it worse as they pulled the circuit breakers off, causing protection system to go off. Subsequent miscommunication later caused the plane to plunge into the Java Sea. Had the crews not pulled the circuit breakers, the flight would have made it through to their destination. It remains the third deadliest accident in Indonesia.[90]2015Edit30 June 2015: an Indonesian Air Force Lockheed C-130 Hercules crashed near a residential neighbourhood with 12 crew and 109 passengers on board shortly after taking off from Medan, killing all aboard, along with 22 people on the ground.[91]16 August 2015: Trigana Air Service Flight 267 – The ATR 42 was on final leg to Oksibil Airport when it suddenly slammed into Tangok Mountain, few miles from the airport. Search and rescue teams found that none of the 54 people on board survived the crash. Both black boxes were retrieved by the National Transportation Safety Committee (KNKT). A preliminary report indicated the plane hit the terrain instantaneously, indicating a CFIT.Crash site of Aviastar Flight 75032 October 2015: Aviastar Flight 7503 – Missing over Sulawesi, SAR team later found that debris have been found in Latimojong Mountain. As they reach the crash site, there were no survivors found. All 10 people on board were killed in the crash.2016Edit4 April 2016: Batik Air Flight 7703 – While taking off from Halim Perdanakusuma Airport in Jakarta, the Boeing 737-800's left wingtip collided with a towed (across the active runway) TransNusa Air Services ATR 42-600. The wingtip sliced off the ATR 42's left wing and vertical stabilizer, destroying it. The Boeing's left wing then caught fire. All passengers and crew were evacuated unharmed.14 June 2016: A Cessna Citation 208 Grand Caravan belonging to Associated Mission Aviation (AMA) crashed into three traditional honai houses in Papua. Seven people were injured, including the American pilot.2018Edit29 October 2018: Lion Air Flight 610 – Less than 15 minutes after taking off from Soekarno–Hatta International Airport, the Boeing 737 MAX 8 crashed into the Java Sea. 189 people were pronounced dead, making it the second-deadliest air disaster in the country's history.2019Edit28 June 2019: Indonesian Army – A military Mi-17 helicopter with registration number HA-5138 carrying twelve people crashed on a flight from Oksibil to Jayapura in Papua province, killing all on board and their military weapons and ammunitions were seized by the Free Papua Movement rebels. [92][93][94]2020sEdit2020Edit23 March 2020: Indonesian Air Force - A CASA/IPTN CN-235 with registration number A-2909 cargo plane was shot with five bullets from an M-16 assault rifle by a faction of the Free Papua Movement while flying over Serambakon district in Oksibil, Bintang regency, Papua, from Sentani, Jayapura. The Free Papua Movement rebels took responsibility through its spokesperson, Sebby Sambom, who resides in Papua New Guinea.[95][96]12 May 2020: Mission Aviation Fellowship – An American pilot Joyce Chaisin Lin, 40, died when her plane malfunctioned while she was on her way to deliver Covid-19 rapid test kits to a remote Indonesian village in Mamit Sentani, in Papua province, in a Quest Kodiakaircraft. She was a missionary with the Mission Aviation Fellowship, in an effort to bring test kits to the local clinic. Within minutes of takeoff, she reported an emergency but the aircraft fell into Lake Sentani[97][98]6 June 2020: Indonesian Army – A Russian-built Mi-17 helicopter of the Indonesian military on a training mission, about an hour after taking off from the provincial capital, Semarang crashed into an industrial area in Kendal, Central Java, killing 4 people, five others were hospitalized with serious injuries.[99]2021Edit9 January 2021: Sriwijaya Air Flight 182 - Shortly after taking off from Soekarno–Hatta International Airport, the Boeing 737-500 went missing and debris was later found amid the Kepulauan Seribu islands off Jakarta.[100] All 62 passengers and crew on board are presumed dead (as of 16 January 2021). This accident is currently under investigation.