On 24 December 2011, a Boeing 737-200 aircraft, registered PK-CJD, was being operated by PT Sriwijaya Air on a schedule passenger SIRWIJAYA AIR flight SJ041 from Sultan Syarif Kasim II Airport (WIBB) Pekanbaru to Soekarno Hatta Airport (WIII), Jakarta.

There were 134 persons on board consisted; two pilots, four cabin crews and 128 passengers 114 adult, 4 child and 7 infant.

On 2000 feet after take-off from Pekanbaru, pilot observed that the hydraulic quantity System A was decreasing. The flap indicator pointed between UP and 1 degree and it was observed also that the Trailing Edge Flap Light indicator on AFT Overhead Panel shows green that mean the entire trailing edge flap was still not up position.

On 5000 feet, pilot observed that the hydraulic System A totally loss.

On FL250, pilot observed that the hydraulic quantity of System B also decreasing followed by autopilot disengage and pilot decided to divert to Sultan Machmud Badarudin II (WIPP) of Palembang.

SIRWIJAYA AIR flight SJ041

At 12:28 UTC pilot informed to APP Palembang that the aircraft had the hydraulic problem and PIC decided divert to Palembang airport. The Palembang ATC instructed the pilot to descent from FL250 to 2500 feet for VOR/ DME approach.

The aircraft holding 4 times to reduce weight to achieved Maximum Landing Weight.

At 12.50 UTC the aircraft landing, the beginning of aircraft touch down the crew felt that there was a deceleration as result of the brake application; afterward at approximately 60kts they did not feel any deceleration even though the reverser application was increased.

Asymmetry reverser was applied by the pilot to keep align with the runway centre line. The aircraft main wheels stopped in approximately 20 meters way of end runway 11
The evacuation performed as procedures and the crew and passenger no injured.

The passenger picked up by airport bus to arrival hall.

• The aircraft was airworthy prior the serious incident, but both hydraulic loss during flight.
• The crew had valid flight license and medical certificate. There was no evidence of crew incapacitation.
• The Pilot in Command (PIC) was the pilot flying and Second in Command was the pilot monitoring.
• At 12:28 UTC pilot informed to APP Palembang that the aircraft had the hydraulic problem and PIC decided divert to Palembang airport
• The thrust reversers were in stowed position, trailing edge flap were not in “UP” position and the leading edge flap were down.
• The switch of SIRWIJAYA AIR flight SJ041  Control in P5 panel (cockpit overhead panel) showed the Flight Control A and B were selected in “STBY RUD” position and the “ALTERNATE FLAPS” switch in “ARM” position.
• It seemed that the standby hydraulic system was working normally without any leak.
• The standby hydraulic reservoir stills enough to support the system.
• The trailing edge flap was down position and thrust reversers were stowed position.
• The braking systems were provided by accumulators.
• The maintenance action that observed by NTSC revealed that Main Rudder PCU was defective and sent to repair station.
• The EHSV is one of the contributing factors of excessive internal leak.
• The defective hydraulic hose is likely consistent with fatigue mode initiated by fretting damage on the wire mesh as a result of vibration.
• The aircraft breaking system and reversers were still available at low deceleration ability until the speed 60 kts.