The plane ran into crosswinds of more than 70 knots (130 km/h) over the Makassar Strait, west of Sulawesi, where it changed course eastward toward land before losing contact. The passenger list was composed mainly of Indonesian nationals; the only foreigners were an American family of three.  The aircraft's inertial navigation system, which informs pilots what direction the aircraft is turning in, was complained about a total of thirty times. , Template:Wikinews As pilot-in-command of Boeing 737 aircraft, he had more than 3,800 hours of experience. The final report, released on 25 March 2008, concluded that the pilots lost control of the aircraft after they became preoccupied with troubleshooting the inertial navigation system and inadvertently disconnected the autopilot.  Several complaints were made that the flaps, which modify drag and lift during take-off and landing, were jamming at twenty-five degrees upon landing, and there were two complaints that the weather radar was faulty. All 54 of Indonesia's airlines, including state-owned Garuda Indonesia, were told they would need to make some improvements, with none of them receiving a level one ranking. The airline was previously known as Garuda Indonesian Airways. Captain Widodo was a seasoned veteran, having logged more than 13,300 hours of flying time.  A U.S. Navy ship, USNS Mary Sears, arrived in the area on 9 January with better equipment to help identify the objects, and on the same date a Canadian jet with five separate air crews, working in shifts, was sent to aid with aerial mapping of the suspected location. Immediately thereafter, as the airplane began its final dive, the shotgun-like sounds of engine compressor surges and the overspeed "clacker" could be heard along with two background voices screaming in terror, and shouting out the name of God.  Although this was in response to a large number of aircraft accidents, it was mainly in response to this accident and the Flight 172 incident. The Indonesian vessel Fatahillah travelled to the location.  :8 The last known beacon position was detected by a Singaporean satellite. Ethiopian Airlines immediately grounded its remaining MAX fleet. It discovered a large amount of wreckage in the area, which was considered to be all that remained of the aircraft. The final cost of the salvage operation to retrieve the black boxes was US$3 million, of which two million was contributed by the Indonesian government, with Adam Air paying the rest. , It was reported on 28 June 2007, that Adam Air would escape closure and has been upgraded one rank in safety rating, to the middle tier. On 21 January 2007, the flight data recorder (FDR) and cockpit voice recorder (CVR), colloquially called black boxes, were located off the coast of West Sulawesi by the US vessel Mary Sears. , Investigators discovered that the aircraft was the subject of a large number of complaints by pilots, called write-ups in the aviation industry. The word merpati is Indonesian for "dove", and Nusantara is a Javanese word found in the Pararaton meaning "the outer islands", referring to the Indonesian archipelago. Un autre incident, survenant l'année suivante chez Adam Air, conduira au retrait définitif de la licence de navigation de la compagnie, ainsi que d'une cinquantaine d'autres compagnies à bas coûts opérant en Indonésie. , On Monday, 8 January, three large metal objects, suspected to be wreckage, were detected by the Indonesian ship KRI Fatahillah's sonar. There were no reports of serious injuries from the incident. A total of twelve Indonesian Navy ships were deployed in the area, including the KRI Ajak, KRI Leuser and KRI Nala. , The aircraft's right horizontal stabiliser was found by a fisherman, south of Pare Pare, about 300 m (980 ft) off the beach on 11 January,  although it was not originally handed in, as its discoverer thought it to be a piece of plywood, only later realising it was a piece of the tail. [ citation needed ], 3,600 army and police personnel were mobilised in the search for the missing aircraft. On 23 August, the Eas arrived in Sulawesi's Makassar port to begin salvage operations, which began with several days survey.  Extra underwater equipment, including a metal detector and an undersea camera, was sent from the United States, and arrived aboard the USNS Mary Sears on 17 January. Other incidents include pilots being ordered to fly aircraft even after exceeding the take-off limit of five times per pilot per day, using spare parts from other planes to keep planes in the air, and ignoring requests not to take off due to unsafe aircraft.  A senior Indonesian marine official said on 24 January that he did not believe that the equipment required to retrieve the boxes from that depth was available in any Asian country. Template:Coord L'appareil, un Boeing 737-4Q8 de la compagnie aérienne indonésienne Adam Air, reliait l'aéroport international de Surabaya, dans l'est de l'île de Java, à l'aéroport international Sam Ratulangi de Manado avec 96 passagers (85 adultes, 7 enfants et 4 nourrissons) et 6 membres d'équipage. Accident du DC-6 des Nations unies à Ndola, Accident du Learjet 35 dans le Dakota du sud, Accident d'un P-51D à la course aérienne de Reno en 2011, https://fr.wikipedia.org/w/index.php?title=Vol_Adam_Air_574&oldid=171128337, Accident ou incident aérien de l'Adam Air, Accident ou incident aérien impliquant un Boeing 737, Page avec coordonnées similaires sur Wikidata, Article contenant un appel à traduction en anglais, Portail:Époque contemporaine/Articles liés, licence Creative Commons attribution, partage dans les mêmes conditions, comment citer les auteurs et mentionner la licence.  On 24 January, the British ship MN Endeavour joined the search for wreckage. The Indonesian government announced plans immediately after the accident to ban jets over ten years old for any commercial purpose.  By 13 January, a piece of a wing was also recovered.  One Boeing 737-200 Surveiller (a military surveillance plane), two infrared-equipped Fokker-50 aircraft from the Republic of Singapore Air Force, a Navy Nomad plane and six helicopters were dispatched to aid searching for the missing plane from the air. The descent rate varied during the fatal dive, with a maximum recorded value of 53,760 feet per minute, roughly (531 knots (983 km/h; 611 mph)). Shortly after the crash, Adam Air changed the number of the regular Surabaya–Manado flight from Flight 574 to Flight 582.  On 2 January 2007, the Indonesian transport minister confirmed that the plane had not yet been found and reports to the contrary were based on false rumors from local villagers passed on to local officers. On 10 February, search operations were officially halted by the Search and Rescue Agency, according to Transportation Minister Hatta Rajasa, finalising the legal status of both the plane and its passengers and crew. There were 149 fatalities. By 24 January, the Indonesian government had spent an average of Rp 1 billion (about US$110,000) a day on the search.  It was due to be checked again in late January 2007. It later turned out that the 12 reported survivors were actually from the MV Senopati Nusantara, which sank two days earlier during the same storm.  These airlines were all targeted as a direct result of the crash, as they were in the third level of the ranking system introduced as a result. It also compensated families of the flight crew. Dirgantara Air Service was an airline based in Jakarta, Indonesia. Le 4 janvier, les recherches sont toujours en cours avec l'aide d'autres pays dont la Malaisie.  It was dismissed by officials who said that it was not authentic and was not the original recording.. Dirgantara Air Service is not listed in any category by Indonesian Civil Aviation Authority for airline safety quality. It is likely that, when the pilots regained visual ground contact, they quickly pulled up, overloading the horizontal stabiliser downwards and a main wing spar upwards. They had been moved 10–15 m (33–49 ft) from their original locations by powerful underwater currents. Budhi Mulyawan Suyitno, Director-general of civil aviation at the Indonesian transport ministry, responded by saying that he felt Indonesia had made the improvements required by the EU.. The chief of the Indonesian Plane Technicians group, Wahyu Supriantono, said that the plane was unlikely to have suffered an in-flight break up or explosion, as the debris field would have been larger, and as a result, wreckage would have been discovered earlier.  The Surabaya airport duty manager said that there were no technical problems with the aircraft prior to departure. A total of twelve Indonesian Navy ships were deployed in the area, including the KRI Ajak, KRI Leuser and KRI Nala. Vice President of Indonesia Jusuf Kalla went as far as to question the need to retrieve the black boxes at all, although experts said in response that the accident was of international significance as it could indicate a fault with the aircraft. Likely, when the pilots regained visual ground contact, they quickly pulled up, overloading the horizontal stabilizer downwards and a main wing spar upwards. Due to the depth involved, recovery required an underwater remotely operated vehicle, but Indonesia did not have such equipment. Take your favorite fandoms with you and never miss a beat.  It was not, however, to investigate accidents; the entity deemed responsible for this was the Komisi Nasional Keselamatan Transportasi (KNKT), or in English the National Transportation Safety Commission (NTSC), which is part of Departemen Perhubungan (Ministry of Transportation).  The team was tasked to evaluate thoroughly the transport safety procedures and review the existing regulations on transportation. On 21 February 2007, the plane bent on landing, with the fuselage cracking in the middle of the passenger section. Later, other parts of the aircraft, including passenger seats, life jackets, a food tray, part of an aircraft tire, eight pieces of aluminium and fibre, an ID card, a flare and a headrest were also recovered from the area. PT Merpati Nusantara Airlines, operating as Merpati Nusantara Airlines, was an airline in Indonesia based in Central Jakarta, Jakarta. On 21 February 2007, just 51 days after the loss of Flight 574, Flight 172, an Adam Air Boeing 737-300 aircraft (registration PK-KKV) flying from Jakarta to Surabaya had a hard landing at Juanda International Airport. The investigation also looked at the airworthiness of the plane and standard procedure on aircraft operations.  A United States Navy oceanographic survey ship, Mary Sears, arrived in the area on 9 January with better equipment to help identify the objects, and on the same date a Canadian jet with five separate air crews, working in shifts, was sent to aid with aerial mapping of the suspected location. Adam Air was a privately owned airline based in West Jakarta, Jakarta, Indonesia. Adam Air has compensated the families of deceased passengers Rp 500 million (equivalent to about US$55,000 or €42,000) per passenger. Towards the end of the recording there is a dramatic increase in windshield noise and two loud bangs (the second larger than the first) consistent with structural failure of the airplane, followed 20 seconds later by an abrupt silence. , Investigators discovered that the aircraft was the subject of a large number of maintenance discrepancies filed by pilots (called "write-ups" in the aviation industry). [ needs update ], Vice-President Jusuf Kalla described the disappearance as an "international issue." The investigation also looked at the airworthiness of the plane and standard procedure on aircraft operations.  Adam Air said that in its opinion, the black boxes should be recovered, describing the accident as being relevant on both national and international levels, but refused to pay, saying that was the responsibility of the government.  :54 The National Transportation Safety Committee (NTSC, or KNKT as per its Indonesian name) described the near eight-month wait for the recovery of the flight recorders as "unacceptable". On 2 January 2007, the Indonesian transport minister confirmed that the plane had not yet been found and reports to the contrary were based on false rumours from local villagers passed on to local officers.
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