Кому лень читать отчёт, тем более что в нем ничего толком и нет:
The findings are statements of all significant conditions, events or circumstances in
the accident sequence. The findings are significant steps in the accident sequence,
but they are not always causal, or indicate deficiencies. Some findings point out the
conditions that pre-existed the accident sequence, but they are usually essential to the
understanding of the occurrence, usually in chronological order.
1. The pilots and the flight attendants held valid licenses and medical certificates.
2. The air traffic controller held valid license and medical certificate.
3. The aircraft had valid Certificate of Airworthiness (C of A) and Certificate of
Registration (C of R).
4. At 0736 UTC (1436 LT) in daylight conditions, flight SJY182 departed from
Runway 25R of Jakarta.
5. The Flight Data Recorder (FDR) data recorded the Autopilot (AP) system
engaged at altitude of 1,980 feet.
6. After the aircraft climbed past 8,150 feet, the thrust lever position of the left
engine started reducing, while the thrust lever position of the right engine
remained. The FDR data also recorded the left engine (N1) was decreasing
whereas the right engine N1 remained.
7. The SJY182 pilot requested to the Terminal East (TE) controller for a heading
change to 075 to avoid weather conditions and was approved. The TE controller
predicted the heading change would make the SJY182 conflicted with another
aircraft that was departing from Runway 25L to the same destination. Therefore,
the TE controller instructed the SJY182 pilot to stop climbing at 11,000 feet.
8. The FDR data recorded that when the aircraft’s altitude was about 10,600 feet
the aircraft began turning to the left. The thrust lever position of the left engine
continued decreasing while the thrust lever position of the right engine remained.
9. At 14:39:54 LT, the TE controller instructed SJY182 to climb to an altitude of
13,000 feet, and the instruction was read back by an SJY182 pilot at 14:39:59
LT. This was the last known recorded radio transmission by the flight.
10. The highest aircraft altitude recorded in the FDR was about 10,900 feet,
thereafter the aircraft started its descent. The AP system then disengaged with a
recorded heading of 016, the pitch angle was 4.5° nose up, and the aircraft
continued to roll to the left to more than 45°. The thrust lever position of the left
engine continued decreasing while the right engine thrust lever remained.
11. About 5 seconds after the aircraft started its descent, the FDR data recorded the
autothrottle (A/T) system disengaged and the pitch angle was more than 10°
nose down.
12. At 14:40:48 LT, the radar target of the aircraft disappeared on the TE controller
radar screen. Thereafter, the TE controller attempted to obtain information of
SJY182 aircraft by calling the flight several times, activating the emergency
frequency and calling SJY182 on that frequency. The TE controller also asked
other pilots that were flying nearby to attempt contact with the flight. All efforts
were unsuccessful to get any response from the SJY182 pilot.
13. About 1455 LT, the Air Traffic Services (ATS) provider reported the occurrence
to the Indonesian Search and Rescue Agency (Badan Nasional Pencarian dan
Pertolongan/BNPP), and at 1542 LT, declared the uncertainty phase
(INCERFA) of the SJY182. The distress phase of SJY182 (DESTRESFA) was
subsequently declared at 1643 LT.
14. The search team identified that the wreckage was about 80 meters south east
from the last known aircraft position recorded by the ADS-B. The wreckage was
distributed across an area of about 80 by 110 meters on the seabed at a depth of
approximately 16 meters.
15. The ATS in Jakarta is provided by AirNav Indonesia branch office Jakarta Air
Traffic Service Center (JATSC) which held a valid ATS provider certificate.
16. The JATSC Standard Operation Procedure (SOP) for Approach Control Services
contained guidance in declaring an aircraft which was suspected or deemed to be
in an emergency situation in the event that the pilot of the aircraft could not be
contacted or a loss of communication with the aircraft.
17. The JATSC SOP also mentioned several states of emergency that are in
accordance with the requirement standard in Civil Aviation Safety Regulation
(CASR) Part 170.
18. The determination of the states of emergency in the CASR Part 170 was adopted
from ICAO Annex 11 subchapter 5.2 without including the alternative
conjunction (or) on each states of the emergency. This was not in accordance
with the standard described in the ICAO Annex 11.
19. The Aircraft Maintenance Log (AML) recorded that the aircraft had two
Deferred Maintenance Item (DMIs) related to first officer’s Mach/Airspeed
Indicator and the autothrottle system which were entered on 25 December 2020
and 4 January 2021 respectively. The first officer’s Mach/Airspeed Indicator
was replaced and DMI closed on 4 January 2021. The autothrottle system TOGA
switch was cleaned and the DMI was closed on 5 January 2021.
20. After 5 January 2021 until the day of the accident, there was no record of DMI
in the AML.