Lion Air Flight 610 should not have been in the air

Lion Air Flight 610 should not have been in the air

Searchers have not found the plane's cockpit voice recorder, which would provide more information about the pilots' actions. The new 737 MAX 8 plunged into the Java Sea on October 29, killing all 189 people on board.

The pilots of the Boeing 737 that crashed off Indonesia last month struggled 26 times to stop the flight computer pulling the plane down after a recurring problem with crucial monitoring instruments.

And the problem appeared to get worse in spite of attempts at fix.

The preliminary report says that the stick shaker - a warning device that alerts flight crew when their plane is at risk of stalling - was active throughout the flight.

KNKT has not yet said what caused the crash and the recommendations are an indication of areas of focus, but not necessarily the ultimate cause.

Next steps: Indonesian authorities are still investigating the crash, with more details expected to emerge over the coming weeks.


"This is a report of facts", said Mr Nurcahyo.

Peter Lemme, an expert in aviation and satellite communications and a former Boeing engineer, wrote an analysis of the data on his blog. He said the pilots on the flight from Bali the previous day should not have flown the plane to Jakarta, but should have turned back. For pilots of a diving plane, he added, "the initial instinctive reaction is to pull back the control column, and in this case, that's not going to work for very long".

It also stressed that operational documents should be properly filled in - pointing out that the JT610 weight and balance sheet said five flight attendants were on board, when actually there were six.

The pilot then reported that they were experiencing a " flight control problem", the statement said.

Lion Air President Director Edward Sirait said the crashed jet was certified airworthy by technicians in its final two trips and the airline was concerned about some reports to the contrary.

Before Wednesday's preliminary report, the three largest US pilot unions had voiced concern over what they said was a lack of information about MCAS, the little-known anti-stall feature, which in limited circumstances, lowers the jet's nose without any input from pilots.Boeing has maintained that pilots already had been trained to respond to that behavior by the plane. "That is an important difference to know". "While we can't discuss specifics of an ongoing investigation, we have provided two updates for our operators around the world that re-emphasize existing procedures for these situations".


Aeronautics consultant Douglas Moss, a retired United Airlines pilot, said that Boeing and government regulators, among others, share blame for allowing the delivery of planes that operated in unexpected ways during emergencies and for failing to make the changes clear to pilots charged with flying them safely. Those switches are for electrically controlling the trim - the angle of the stabilizers on the plane's tail. Articles appear on euronews.com for a limited time.

It is unclear why the pilots did not employ procedures to disable the automated system.

More than 200 MAX jets have been delivered to airlines around the world. A mechanic had worked on other sensors and equipment overnight once the plane reached Jakarta, before the plane took off again in the morning, but not on the angle-of-attack vane that was replaced the previous day, according to the NTSC.

Manufacturer Boeing noted in a statement the report did not include records as to the installation or calibration of the new sensor nor whether it was new or refurbished. He also expressed concern that the plane had not been repaired after those flights.

Plane crashes rarely can be blamed on a single, catastrophic malfunction. While maintenance workers checked various sensors, they didn't work on the angle-of-attack system, which would have been an obvious item to examine because it had been replaced in work on October 27 and could have been related to the plane's failures.

Lion Air, a low-priced carrier that has expanded rapidly over the last several years, has a shoddy safety record with a number of incidents over the years - including a 2013 crash landing at sea that remarkably resulted in no fatalities. Its angle of attack sensors had also shown a difference of 20 degrees. So the nose of the plane has to be angled up a bit to maintain lift.


KNKT head Soerjanto Tjahjono said on Wednesday that the committee held meetings with victims' families in Jakarta and Pangkal Pinang.

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