Controlled Flight Into Terrain, Matthew Air Nusantara (Eurocopter EC130 T2 PK-CFX) 80 NM From Pontianak, KNKT.26.04.02.04

On 16 April 2026, at 0734 LT, an Airbus Helicopters EC130 T2 registered PK-CFX departed from CMA landing spot, Melawi, to GAN1 landing spot, Kubu Raya, via Nanga Pinoh Airport (WIOG) for an unscheduled passenger flight. On board the helicopter were one pilot and seven passengers, including one company aircraft engineer.

The helicopter was dispatched within the weight and balance limit and, prior to the departure, there was no report of helicopter system malfunction. The filed air traffic control (ATC) flight plan indicated a cruising altitude of 1,500 feet.

After airborne, the helicopter entered Jakarta Sector airspace, which was classified as Class G Airspace (uncontrolled airspace). The flight was monitored by the Helicopter Landing Officer (HLO) at Jakarta office and the Operational Control Center (OCC) officer at the Balikpapan office using the Spidertracks flight-following system.

At 0812 LT, the Spidertracks system indicated no further movement from the helicopter. The last position report in the flight-following system was at coordinates 0°10’51.91” S, 110°47’25.49” E. Attempts to contact the helicopter were unsuccessful.

At 0839 LT, an Emergency Locator Transmitter (ELT) signal from the PK-CFX helicopter was received by Badan Nasional Pencarian dan Pertolongan/BASARNAS (Indonesia Search and Rescue Agency). The signal was transmitted from a forested area approximately 80 NM east of Supadio Airport (WIOO), Pontianak. Subsequently, the search and rescue team was assembled, assisted by the local police, the air force, the army, and local residents near the last known position of the helicopter.

At 1402 LT, the wreckage of PK-CFX was located about 1.7 NM west of the last reported position in the flight-following system in hilly terrain at an elevation of approximately 1,500 feet. The accident was not survivable, and all eight occupants sustained fatal injuries.

France Bureau d’Enquêtes et d’Analyses pour la sécurité de l’aviation civile (BEA), as the State of Design and Manufacture, participated in the investigation and appointed an Accredited Representative in accordance with ICAO Annex 13.

At the time of issuing this report, KNKT had been informed of safety actions taken by the aircraft operator in response to the accident. These safety actions were considered relevant to improving safety; however, the investigation identified remaining safety issues that need to be addressed. Therefore, KNKT issued safety recommendations to the aircraft operator.

The investigation is continuing, and should any further relevant safety issues emerge during the course of the investigation, KNKT will immediately bring the issues to the attention of the relevant parties and publish them as required.