At 2320 UTC, the aircraft departed from Jakarta using runway 25L and intended cruising altitude was 27,000 feet. However, for undetermined reasons, the compass system had been incorrectly set during initial descent so that it displayed a heading that was 8° to the left of the actual heading. Postal Service. At 23:22:31 UTC, the TE controller instructed the LNI610 to climb and maintain altitude of 5,000 feet and to turn left heading 050°. About 0005 UTC (0705 LT), tug boat personnel found floating debris at 5°48'56.04"S; 107° 7'23.04"E which was about 33 Nm from Jakarta on bearing 56°. The crew soon lost control of the plane which nose dived and crashed into a residential neighborhood.

American Airlines Flight 587 Airbus A300-600 N14053 Three minutes after taking off and while in a climbing left turn, at 2,800 ft., parts of the plane, including the vertical stabilizer and rudder, fell from the aircraft. The LNI610 SIC advised the TE controller that they had a flight control problem and were flying the aircraft manually. A full transcript has been released from the final moments of the February crash of a cargo jet carrying packages from Miami to Houston for Amazon.com and the U.S. The TE controller asked the LNI610 the problem of the aircraft and the pilot responded “flight control problem”. A few second later, the TE controller revised the instruction to stop the turn and fly heading 070° which was acknowledged by the LNI610 SIC.
At one point, the aircraft had dropped more than 200 feet (61 m) in a few seconds. Air Traffic Control Preliminary Transcript of the September 2, 1998 accident of Swissair Flight 111, an MD-11, off Halifax. At 23:28:15 UTC, the TE controller provided traffic information to the LNI610 who responded “ZERO”. As a result, the United States Federal Aviation Administration and Boeing issued warnings and training advisories to all operators of the 737 MAX series to avoid letting the MCAS cause an abrupt dive similar to the Lion Air flight.The aircraft was used on a flight from Ngurah Rai International Airport, Bali to Soekarno-Hatta International Airport, Jakarta the night before the crash. The LNI610 pilot was instructed to follow the Standard Instrument Departure (SID) of ABASA 1C4.

At 23:22:05 UTC, the DFDR recorded the aircraft altitude was approximately 2,150 feet and the flaps were retracted. At 23:29:45 UTC, the TE controller instructed the LNI610 to maintain heading 050° and contact the Arrival (ARR) controller. Detailed reports from that flight revealed that the aircraft had suffered a serious incident, which left many passengers traumatized.

Of the 15 people on board, 12 were killed and the remaining three were severely injured. At 23:21:22 UTC, the LNI60 SIC made initial contact with the TE controller who responded that the aircraft was identified on the controller Aircraft Situational Display/ASD (radar display). At 05:38:58 and about 400 ft radio altitude, the flight director pitch mode changed to VNAV SPEED and Captain called out "Command" (standard call out for autopilot engagement) and an autopilot warning is recorded. At 23:25:05 UTC, the TE controller instructed the LNI610 to turn left heading 350° and maintain altitude of 5,000 feet. At 23:21:28 UTC, the LNI610 SIC asked the TE controller to confirm the altitude of the aircraft as shown on the TE controller radar display. Under a significantly increased workload, neither pilot noticed the partial disengagement of the autopilot.

CVR transcript Air Canada Flight 621 - 05 JUL 1970 At 23:26:32 UTC, the TE controller instructed the LNI610 to turn right heading 050° and maintain altitude of 5,000 feet. The subsequent investigation found that a late initiation of the descent, the inadvertent partial disengagement of the After an uneventful flight and initial descent, at 11:38 the aircraft made its final turn to line up with Resolute Airport's Both pilots, two flight attendants and eight passengers were killed in the impact. According to the weight and balance sheet, on board the aircraft were two pilots, five flight attendants and 181 passengers consisted of 178 adult, one child and two infants. Remains of the cockpit, as pictured by investigators.
Therefore, the CVR transcripts should only be viewed as an investigative tool to be used in conjunction with other evidence. The instruction was read back by the LNI610 SIC. A later report claimed that a third pilot was on the flight to Jakarta and told the crew to cut power to the stabilizer trim motors which fixed the problem. The ARR controller advised LNI610 to prepare for landing on runway 25L and instructed them to fly heading 070°. Lion Air Flight 610 was a scheduled domestic flight operated by the Indonesian airline Lion Air from Soekarno–Hatta International Airport in Jakarta to Depati Amir Airport in Pangkal Pinang. The crew later decided to cancel the pan-pan and continue the flight to Jakarta.The aircraft's maintenance logbook revealed that the aircraft suffered an unspecified navigation failure on the captain's side, while the First Officer's side was reported to be in good condition.Passengers recounted that the aircraft had suffered an engine problem and were told not to board it as engineers tried to fix the problem.

He tried to warn the captain 18 times, using multiple different variations of phrasing, but failed to find a way to convey the urgency of the situation and make the captain change his course of action.The TSB highlighted how according to First Air's own standard operation procedures, the approach was clearly unstable and should have been aborted at an early stage.

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