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Report: Indonesian Boeing 737 suffers hard landing following an unstabilized approach
3 August 2014
The flight profile from approximately 300 feet AGL based on FDR (NTSC)

The flight profile from approximately 300 feet AGL based on FDR (NTSC)

An Indonesian Boeing 737 suffered a hard landing following an unstabilized approach; the pilot in command had taken over control from a first officer under line training but failed to go around.

On 22 July 2011, a Boeing 737-300 aircraft registered PK-GGO was being operated by Garuda Indonesia Airways as a scheduled passenger flight GA292, from Jakarta-Soekarno Hatta International Airport (WIII) to Malang-Abdul Rahman Saleh Airport (WARA).
The flight crew members consisted of a Pilot in Command (PIC) acting as Pilot Monitoring (PM), a First Officer (FO) who was under line training acting as Pilot Flying (PF), and a Second in Command (SIC) qualified FO acting as a third pilot occupying the jump seat.
The en route and descent part of the flight were uneventful. The controller at Malang instructed the flight to commence a runway 35 VOR approach and circling for runway 17. The pilots were able to see the runway at approximate 4 DME and continued the circling procedure. When turning on the base leg for runway 17, the PM assessed that the aircraft was above the normal glide path, as it turned too early and the aircraft was on the right of the centerline. The PM decided to take over the control and continued the approach and landing. The PIC tried to correct the glide path by increasing the rate of descend, reducing the power and rolling the aircraft to align it with the runway centerline.
The aircraft touched down hard and bounced on runway 17 and slightly deviated to the right of the runway centerline and stopped on the runway. ATC instructed the pilot to stop the aircraft and verified of a probability of a hard landing which was confirmed by the pilot. The FDR recorded vertical acceleration of 3.473 G.
There were no one injured in this occurrence. But the airplane sustained damage to landing gear and tires as well as the nr.1 engine.

The investigation concluded that the aircraft approach was un-stabilized until below 300 ft. The decision to take over control during the un-stabilized approach was not consistent to the operator standard operating procedures as well as the Crew Resources Management (CRM) Policy implementation.

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