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landing gear’. The pilots subsequently informed the controller ‘we have runway in
sight and we need to land’. The controller replied, ‘Batavia 591 confirm to go
around and we’ll check your landing gear’. The crew replied ‘negative sir, I say
again negative due to limited fuel’. The controller then cleared them to land and
instructed them to contact the tower.
From an altitude of 400 feet (radio altitude 230 feet) on short final, the ground
proximity warning sounded the alert ‘Too low, gear’ nine times until the
automated command ‘retard’ (for power lever reduction) during the landing flare.
1.11.4 FDR Readout
At 02:46:35, while at an altitude of 3,428 feet, during the landing gear recycling,
the brake pressure increased to 4032 psi. The brake pressure of 4,032 psi remained
constant throughout the approach and landing roll. The aircraft touched down at
02:56:07 and the landing roll took 41 seconds until the aircraft was stopped on the
runway. The flight data recorder showed that the aircraft touched down at at
groundspeed of 126 knots, with a slight tail wind of 5 knots. Flaps were in the 40
degree, landing configuration.
1.12 Wreckage and impact information
Other than the damaged wheels and tyres there was no other damage to the
aircraft as a result of the wheel brakes being locked at touchdown.
Figure 6: Tire mark on runway close to taxi way D
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Figure 7: Tire number 1 and number 2 marks
Figure 8: Tire number 3 mark
Figure 9: Touch down number 1 and number 2 tire marks
1.13 Medical and Pathological Information
Not relevant to this serious incident.
1.14 Fire
There was no fire.
1.15 Search and survival aspects
Not relevant to this serious incident.
1.16 Test and Research
Not relevant to this serious incident.
Tire number 3
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1.17 Organizational and Management Information
1.17.1 Batavia Air
Aircraft Operator : Metro Batavia Airlines
Address : Jl. Ir. H. Juanda No. 15 Jakarta
Certificate Number : AOC 121-007
1.18 Additional Information
No additional information relevant to the occurrence.
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2. ANALYSIS
The PIC reported that the aircraft touched down in the touch-down area, with the
right main landing gear touching the ground first, and the left main landing gear
touching down further along the runway. The investigators were unable to
accurately determine the initial touch-down point for main wheels 3 and 4,
specifically if that occurred before wheels 1 and 2 touched down.
The short distance of the tire marks for wheel numbers 1 and 2 indicated that the
aircraft bounced, because the next evidence of tire marks was the tire marks for tire
3, approximately 200 meters beyond the initial touch-down marks for tires 1 and 2.
This evidence showed that it was likely that the aircraft touched down with the left
main landing gear, approximately at the departure end of the touch-down area. The
aircraft then bounced and the right landing gear touched the runway followed
shortly after by the left wheels contacting the runway again.
These marks were heavy and provided a continuous track of the aircraft along the
runway to a position adjacent to taxiway D. There was evidence that the direction
of those marks tracked initially right of centerline and then veered to the left of
centerline. (See figures 3, 4, 5, 6, 7).
Tire marks on the runway indicated that wheels 1, 2, and 3 did not rotate during the
landing. Other supporting evidence of wheels not rotating was the pattern of the
damaged wheels and tires. (See figures 8 and 9). Wheel number 4 was not damaged
and there were no distinctive tire marks on the runway from tire number 4. This
indicated that wheel 4 was rotating during the landing roll. .
The brakes for wheels 1, 2, and 3 were jammed, however there was no evidence of
those wheel brakes overheating, and there was no evidence of excessive brake
application by the pilots. Brake pressure was excessively high at 4,032 psi.
The copilot lowered the landing gear manually while the landing gear selector
handle was in the down position, and then returned the manual extension handle to
the normal position. By cranking the manual landing gear extension handle when
the landing gear lever was in the down position, the hydraulic pressure remained on
the landing gear and brake system lines, and remained at 4,032 psi, because the
return line to the reservoir was closed by the full cranking action. It was then not
possible for the hydraulic pressure to be reduced.
The flight manual instructed that after cranking the landing gear down, the handle
was not to be returned to the normal position.
　
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