Created Saturday, Jan 17th 2026 11:43Z, last updated Friday, Feb 20th 2026 15:53Z
An IDA Indonesia Air Transport Avions de Transport Regional ATR-42-500, registration PK-THT performing a flight from Yogyakarta to Makassar (Indonesia) with 6 passengers and 4 crew, was enroute near Makassar when the aircraft disappeared from radar, radar and radio contact was lost. The last radar position according to AirNav Indonesia was 04°57’08” S / 119°42’54” E at 13:17L (06:17Z). The aircraft was later found at the peak of Mount Bulu Saraung at about 5100 feet MSL, no survivors are being reported.
Indonesia's CAA reported, the aircraft had already been cleared for an approach to Makassar's runway 21 when ATC observed the aircraft was not on the correct approach path and redirected the aircraft onto the approach path, however radio and radar contact was lost about 11nm northeast of the threshold runway 21.
Emergency services report the search operation is hampered by fog and rain.
Local residents reported the sound of an explosion in the Mount Lapiau area, Leang-Leang coinciding with the time of the last contact. Subsequently they saw smoke at the mountain side.
Search and Rescue Teams (SAR) reported, they believe the aircraft crashed within the Bantimurung Bulusaraung National Park area at Mount Bulusaraung. The SAR teams have arrived on scene.
The local disaster management agency reported the aircraft has been found at the peak of Mount Bulu Saraung.
Later SAR stated, they can not confirm the aircraft found on Mount Bulu Saraung by a climber. The images taken by the climber are currently being checked with the airline and a SAR team is on its way there. The search will continue throughout the night.
On Jan 18th 2026 SAR reported the aircraft has been found at Mount Bulu Saraung at position 04°55'48"S 119°44'52"E, debris and one body have been recovered so far.
On Jan 19th 2026 SAR reported a second victim has been found in a ravine 500 meters from the peak of Mount Bulu Saraung.
On Jan 21st 2026 a third victim was found.
On Jan 21st 2026 SAR found the tail of the aircraft and were able to recover two blackboxes from the aircraft.
On Jan 21st 2026 the French BEA reported they dispatched 3 investigators to Indonesia to participate in the investigation by the Indonesian KNKT.
On Jan 23rd 2026 Indonesia's KNKT reported the aircraft, chartered by the Indonesian Ministry of Maritime Affairs and Fisheries, had been cleared to intercept the ILS runway 21 via waypoint OPENG at 5300 feet. ATC noticed on their radar screens, that the aircraft went past that waypoint and instructed the aircraft to proceed directly to final for runway 21. The pilots requested vectors for waypoint KABIB, but the aircraft had already passed that waypoint. ATC provided a vector heading 240 to intercept the final approach course, subsequently heading 250. Shortly after radar and radio contact got lost at 04:20Z.
On Jan 24th 2026 SAR reported the bodies of all 10 occupants of the aircraft have been recovered, 4 of the bodies have already been identified.
On Jan 27th 2026 Indonesia's KNKT reported that the FDR and CVR have been successfully read out. About 171 hours of data have been recovered from the FDR, about 2 hours of audio. The crashed flight was recorded by both recorders.
On Feb 20th 2026 the KNKT released their preliminary report summarizing the sequence of events:
On board the aircraft were two pilots, two flight attendants, and six passengers (one flight operation officer, two aircraft engineers, and three aerial surveyors.
The Flight Data Recorder (FDR) of the aircraft recorded the Global Navigation Satellite System (GNSS) on degrade mode during most of the flight operation. The aircraft position recorded in the FDR was different from the aircraft position recorded in ground receiver of Automatic Dependent Surveillance–Broadcast (ADS-B). The recorded aircraft coordinate in the FDR was the aircraft position displayed in the EHSI, and the ADS-B data wereutilized by the air traffic services (ATS) provider for its surveillance system to display the aircraft target on air traffic controller (ATCO) situation display.
At 0109 UTC, the aircraft departed from Runway 09 of Adisutjipto Airport and climbed to the cruising altitude of 11,000 feet. The flight was then provided with air traffic control services and flight information services.
At 0348 UTC, the PM made initial contact with the ATCO of Ujung Pandang Terminal Control Area (TMA). Thereafter, the PK-THT pilot was instructed to make an approach to Runway 21 using the Instrument Landing System (ILS). Cockpit Voice Recorder (CVR) data indicated that the SIC was the PM and the PIC was the PF.
The ATCO provided air traffic control services utilizing a surveillance system and was accompanied by one planner (assistant controller).
At 0423 UTC, the PK-THT target on the ATCO situation display changed from a surveillance target to a flight plan target meaning that the surveillance system did not receive PK-THT surveillance data. The ATCO repeatedly called the PK-THT pilot. The efforts were unsuccessful in obtaining any responses from the PK-THT pilot.
The search and rescue mission was immediately activated after the Air Traffic Services (ATS) provider notified the Indonesia Search and Rescue Agency (BASARNAS), and on 18 January 2026, the aircraft was found scattered on the Mount Bulusaraung. All persons on board were fatally injured in the occurrence, and the aircraft was destroyed by the impact force.
The investigation involved the participation of the Bureau d’Enquêtes et d’Analyses pour la sécurité de l’aviation civile (BEA) France as the State of Design and the State of Manufacture, and the National Transportation Safety Board (NTSB) of the United States of America as the State providing assistance. Both agencies have appointed their accredited representatives to assist in this investigation in accordance with the provisions in ICAO Annex 13.
The KNKT described the approach to Makassar:
At 0349 UTC, the PM reported to the ATCO “We are now heading 090 about 13 miles ahead” and requested Standard Arrival (STAR). The ATCO then advised the pilot to expect turning left direct to Waypoint DAKAD, and the advice was read back by the PM.
At 0353 UTC, a supervisor from Ujung Pandang Area Control Center (ACC) came to the ATCO controller working position (CWP), and started a non-duty-related discussion.
At 04:01:29 UTC, the ATCO confirmed the aircraft heading to PK-THT, and the PM responded that the aircraft was on heading 083 to Waypoint DAKAD at altitude of 6,000 feet. At this time, the FDR data showed that the aircraft was about 10 NM west of Waypoint DAKAD, while the ADS-B data showed that the aircraft was about 17 NM southwest of Waypoint DAKAD. The distance between the two aircraft trajectories was about 15 NM.
At 04:01:50 UTC, while maintaining the altitude of 6,000 feet, the cockpit preparations were conducted by the pilots, including completion of the approach checklist, activation of the seat belt sign and landing lights, and verification of the altimeter and cabin altitude settings.
At 04:03:29 UTC, the ATCO reconfirmed the aircraft heading to the PK-THT pilot, and the PM responded that the aircraft was tracking to the Waypoint DAKAD on heading 083 about 0.9 NM from DAKAD. At this time, the FDR data showed the aircraft was about 1 NM west of Waypoint DAKAD, while the ADS-B data showed the aircraft was about 15 NM southeast of Waypoint DAKAD. The distance between the two aircraft trajectories was about 15 NM.
At 04:03:42 UTC, the ATCO intended to advise the PK-THT pilot that the aircraft was far from Waypoint DAKAD using the phrase “DAKAD your not, not point” and instructed the aircraft to turn left to heading 360° for sequencing. The PM read back only the turning instruction.
At 0405 UTC, the PM requested a heading change to 020 from the ATCO to avoid weather conditions, and it was approved by the ATCO.
At 04:10:00 UTC, the PM reported to the ATCO that the aircraft was ready to turn to the right. The ATCO instructed the PK-THT pilot to turn to the right, direct to Waypoint ARAJA, maintain 6,000 feet, and cleared the aircraft to make an approach using the Instrument Approach Landing System (ILS). The PM then requested a left turn instead due to weather conditions.
At 04:10:22 UTC, the ATCO advised the PK-THT pilot that turning left was not possible and instructed the pilot to descend to 5,000 feet as there was another arrival traffic maintaining an altitude of 6,000 feet. The PM read back the descending instruction and traffic information. As the PK-THT target seen turning to the left on ATCO situation display, the ATCO readvised the PK-THT pilot that turning left was not possible. The PM then responded that they would turn to the right on heading 020. Thereafter, the assistant controller went to rest room.
At 0411 UTC, the ATCO instructed the PK-THT pilot to turn to the left direct to Waypoint ARAJA and issued approach clearance to Runway 21 using the ILS. The PM acknowledged the ATCO instruction. Several seconds later, the ATCO situation display showed that PK-THT target reached and maintained an altitude of 5,000 feet.
The ATCO noticed on his situation display that the PK-THT target did not track to Waypoint ARAJA, and at 0416 UTC, the ATCO instructed the PK-THT pilot using the phrase “vector to OPENG10 turn left heading 125°” and the PM responded, “turn left heading 125°”. Thereafter, the ATCO communicated with several other pilots providing air traffic control services. When there was no communication with the other pilots, the non-duty-related discussion between the ATCO and ACC supervisor continued, while the PK-THT passed abeam Waypoint OPENG.
At 04:20:04 UTC, the ATCO situation display indicated that the PK-THT target at an altitude of 5,000 feet, entered an area with a minimum safe altitude of 8,000 feet11, and the Minimum Safe Altitude Warning (MSAW)12 from the surveillance system did not activate.
At 04:20:46 UTC, the PM confirmed to the ATCO whether the aircraft was still maintaining heading 125° and an altitude of 5,000 feet. The ATCO then instructed the PK-THT pilot to turn to the right, direct to Waypoint KABIB13. The PM acknowledged the instruction and confirmed whether the aircraft was maintaining 5,000 feet, to which the ATCO instructed the PK-THT pilot to descend to an altitude of 3,200 feet and direct to the Waypoint KABIB for intercepting the ILS.
At 04:22:24 UTC, the ATCO situation display indicated that the PK-THT target did not head to Waypoint KABIB, and the ATCO instructed PK-THT pilot to turn to the right, proceeding to final. The PM responded that the aircraft was headed to Waypoint KABIB. At this time, the FDR data showed the aircraft was about 16 NM northeast of Waypoint KABIB, while the ADS-B data showed the aircraft was about 6 NM east of Waypoint KABIB.
At 04:22:36 UTC, the ATCO advised the PK-THT pilot that the Waypoint KABIB had passed and confirmed whether the pilot was turning the aircraft to the right on heading 245°, proceeding to final Runway 21. A few secondslater, the ATCO situation display indicated that the PK-THT target at an altitude of 4,100 feet descending, entered an area with a minimum safe altitude of 6,000 feet, and the MSAW did not
activate.
At 04:22:45 UTC, the PM responded to the ATCO that the aircraft was turning right on heading 245°. Shortly thereafter, the aircraft’s Enhanced Ground Proximity Warning System (EGPWS) generated aural alerts “TERRAIN - TERRAIN” followed by “PULL UP” four times. The CVR stopped recording soon after the EGPWS warnings.
At 0423 UTC, the PK-THT target on the ATCO situation display changed from a surveillance target to a flight plan target. This condition indicated that the surveillance system did not receive PK-THT surveillance data. A few moments later, the assistant controller returned to the CWP.
The ATCO repeatedly called the PK-THT pilot. The efforts were unsuccessful in obtaining any responses from the PK-THT pilot.
Mount Bulu Saraung (north of the last radar position) rises up to 5135 feet MSL, The Leang Leang Park (south of the last radar position) up to about 1500 feet MSL.
