A Tragedy in the Skies

The Martinair Flight 138 Crash

1974–2025

By Nalin Balasuriya

nbalasuriya@gmail.com

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The date is December 4th, 1974.

The time is 10:11 PM.

The aircraft is seconds from impact.

Above the hills, thunderstorms block the view.

In the cockpit, the instruments are lying.

191 people have no idea.

On December 4, 1974, at 10:11 PM, Martinair Flight 138, a DC-8 aircraft, met a tragic fate when it crashed into the Seven Virgin Mountain Range in Maskeliya, Sri Lanka, resulting in the loss of 191 lives on board. This disastrous incident remains the deadliest air crash in Sri Lanka's history.

Saudi Arabia

Jeddah

Sri Lanka

Colombo Bandaranaike International Airport

Indonesia

Surabaya

500 km

Saudi Arabia

Jeddah

Sri Lanka

Colombo Bandaranaike International Airport

Indonesia

Surabaya

1000 km

Martinair Flight 138 was a chartered flight carrying Indonesian Hajj pilgrims from Surabaya, Indonesia, to Jeddah, Saudi Arabia, with a stopover in Colombo, Sri Lanka.The Dutch airline Martinair was managing the flight for Garuda Indonesia.

The Crew

Captain Hendrik Lamme

Capt. Hendrik Lamme

Pilot in Command

58-year-old.
Total number of flight hours: 26,770, including approximately 4,000 hours on the DC-8.
Captain Lamme was not familiar with the Surabaya–Colombo route.

Robert Blomsma

Robert Blomsma

Co-pilot

33 years old.
Flying this route for the first time.
Total number of flight hours: 2,480 including 47 hours on the DC-8.

Johannes Wijnands

Johannes Wijnands

Flight Engineer

48 years old

Flight Attendants

Hendrika van Hamburg

Hendrika van Hamburg

Henrietta Borghols

Henrietta Borghols

Titia van Dijkum

Titia van Dijkum

Purser Ingrid van der Vliet

Purser Ingrid van der Vliet

5:33 PM (1203 GMT)

The aircraft departs Surabaya, climbing toward 26,000 ft along ATS Route White 17.

5:57 PM (1227 GMT)

Flight passes over Semarang NDB at an altitude of 26,000 ft.

6:11 PM (1241 GMT)

Flight reports overhead Jerabon NDB, still at 26,000 ft, estimating Halim Beacon (Jakarta) next.

6:24 PM (1254 GMT)

Arrival over Halini Beacon at the estimated time, the aircraft had reported leaving altitude of 26,000 ft for 35,000 ft

6:39 PM (1309 GMT)

Now at an altitude of 35,000 ft, the aircraft passes over Tanjungkarang NDB and estimates Bengkulen NDB next.

7:04 PM (1334 GMT)

Aircraft reaches Bengkulen, the final land-based navigation fix before crossing the Indian Ocean. Distance to Colombo FIR boundary: 602 NM. gave the estimate for Colombo FIR boundary 92°E as 8.33PM (1503 GMT) hours.

8:27 PM (1457 GMT)

Over Colombo FIR Boundary (01°10’N, 92°E) Although the crew had estimated arrival at 1503 GMT, they reach the Sri Lanka FIR slightly earlier (6 minutes Earlier than estimated time earlier), completing the oceanic segment in 1 hour 23 minutes.

9:27 PM (1557 GMT)

A major oceanic waypoint, 467 NM from the FIR entry. The aircraft reports overhead 85°E at an altitude of 35,000 ft and gives an estimate for reaching the Sri Lankan coast.

9:52 PM (1622 GMT)

The aircraft contacts Colombo Approach on VHF, reporting 130 NM out at 35,000 ft.

9:55 PM (1625 GMT)

Flight reports: reporting 120 NM out at 35,000 ft and estimating coastline crossing at 10:00 PM. Airport estimate: 10:15 PM These times will later prove to be incorrect due to Doppler distance error.

9:57 PM (1627 GMT)

The crew’s estimated coastline crossing time passes while the aircraft remains well inland at 35,000 ft.

10:05 PM (1635 GMT)

The aircraft reports 50 NM out while descending through 16,000 ft., aligning with ATC expectations but in reality still far inland. Colombo Control clears it to descend to 5,000 ft.

10:08 PM (1638 GMT)

The aircraft reports approaching 8,000 ft and is instructed to contact Approach Control on frequency 119.7 MHz. A frequency mix-up occurs (crew transmits on tower frequency 118.7).

10:09:55 PM (1639.55 GMT)

The aircraft reports descending through 7,000 ft for 6,000 ft, adding “we are one four miles out,” unaware it is still ~40 NM from Colombo—deep over mountainous terrain.

10:10 PM (1640 GMT)

The aircraft acknowledges clearance to descend to 2,000 ft using QNH 1010.

10:11 PM (1641 GMT)

The crew continued their descent until the airplane crashes into mountain at an altitude of 4,355 feet on the fifth hill of the Sapta Kanya range, about 40 NM East of Colombo. while descending toward 2,000 ft., killing all 191 on board. about 40 NM East of Colombo.

Plane

Name of owner: Martinair Holland N.V.

Operator: Martinair Holland N.V.

Hirer: Garuda Indonesia Airways

Aircraft Type: McDonnell Douglas DC-8-55F

Registration: PH-MBH

Engine Type: Four Pratt & Whitney JT3D-3B engines.

Registration No: 2064

Typical max takeoff weight: ~158,800 kg

Aircraft involved in the accident

Aircraft Physical Dimensions

Wingspan: 45.1 m

Length: 45.9 m

Height: 13.0 m

Aircraft Physical Dimensions

Wingspan: 45.1 m

Length: 45.9 m

Height: 13.0 m

Aircraft Physical Dimensions

Wingspan: 45.1 m

Length: 45.9 m

Height: 13.0 m

1966:

Manufactured by McDonnell Douglas Corporation of the USA, the aircraft was owned by Seaboard World Airlines of the USA.

Sep, 1973:

The aircraft was purchased by Martinair. The aircraft had flown a total of 35,613 hours of which 3,347 hours had been with Martinair. After delivery to Martinair PH-MBH was modified to KLM standard. The aircraft was maintained by KLM. Inasmuch as the conversion in certain instances was incomplete, there were deviations from KLM standard system.

From Maintenance to Missteps

Since the Martinair aircraft were maintained by KLM, they were acquired for standardization with the KLM fleet. Originally, the aircraft was equipped with a Bendix Doppler system, whereas KLM’s standard Doppler equipment was Marconi Elliot. During the equipment conversion process, Martinair chartered the aircraft to Garuda Indonesia.

This mismatch caused the displayed distance to be less than the actual distance. The error was documented in the aircraft’s operations manual to inform the flight crew. Additionally, the AOM advised the crew not to rely on the Doppler for navigation due to this deficiency.

Martinair had identified the fault in this aircraft and assigned a separate crew to operate it with extra caution. However, on the day of the incident, the designated crew was unable to board the aircraft due to food poisoning. As a result, a different crew, unaware of the Doppler error, was assigned to the flight.

Location

The Seven Virgins Mountain Range is 74 km southeast of Katunayake Bandaranaike International Airport. The highest mountain in this range, which consists of five peaks, is 1,572 m above sea level. The Sabaragamuwa and Central Province borders lie on the Mountain Range.

Height from the sea level

1st

mountain

1,573m

2nd

mountain

1,576m

3rd

mountain

1,521m

4th

mountain

1,463m

5th mountain

1,414m

Seven Virgins Mountain Range

Height from the sea level

1st

mountain

1,573m

2nd

mountain

1,576m

3rd

mountain

1,521m

4th

mountain

1,463m

5th mountain

1,414m

Seven Virgins Mountain Range

Height from the sea level

Mountain height in meters

1st

1,573m

2nd

1,576m

3rd

1,521m

4th

1,463m

5th

1,414m

Seven Virgins Mountain Range

To Katunayake Airport

To Katunayake Airport

Central

Province

Sabaragamuwa

Province

From Surabaya, Indonesia

Laxapana Falls

Seven Virgins Mountain Range

Province border

From Surabaya, Indonesia

To Katunayake Airport

To Katunayake Airport

Central

Province

From

Surabaya, Indonesia

Sabaragamuwa

Province

Laxapana Falls

Seven Virgins Mountain Range

Kelani River

Province border

From Surabaya, Indonesia

To Katunayake Airport

To Katunayake Airport

Central

Province

Sabaragamuwa

Province

From Surabaya, Indonesia

Laxapana Falls

Seven Virgins Mountain Range

Province border

Kelani

River

From Surabaya, Indonesia

The Fatal Descent

As Flight 138 approached Colombo, it was cleared to descend to 2,000 feet after the crew reported they were 14 miles from the airport. Unfortunately, this report was erroneous due to navigational errors. The Doppler navigation system onboard, which was not originally designed for the DC-8, gave the pilots incorrect distance readings. This led them to believe they were closer to the airport than they actually were. Without radar support or Distance Measuring Equipment (DME) at Colombo, the air traffic controllers could not verify the plane’s actual position. The pilots began their descent too early. This caused the aircraft to crash into the fifth peak of the Seven Virgins mountains. The Doppler system onboard the DC-8 played a significant role in the accident. The aircraft was equipped with a Bendix Doppler radar, which was incompatible with the Marconi system the pilots were trained to use. This mismatch likely led to errors in interpreting the aircraft’s position.

Site of final impact

Probable Sequence of Final Impact

1,327 m

Centre of the main impact area

Altitude above mean sea level

4

The total distance from beginning of the initial graze to the centre of the final impact area 288 m

3

2

1

Secondary Graze

1,307 m

Initial Graze

1,311 m

End of the graze

1,313 m

Beginning of the graze

20 m

Site of final impact

1,327 m

Centre of the main impact area

Probable Sequence of Final Impact

Altitude above mean sea level

The total distance from beginning of the intial graze to the centre of the final impact area 288 m

Secondary Graze

1,311 m

End of the graze

Initial Graze

1,307 m

1,313 m

Beginning of the graze

20 m

Probable Sequence of Final Impact

4

Altitude above mean sea level

Site of final impact

The total distance from beginning of the intial graze to the centre of the final impact area 288 m

1,327 m

Centre of the main impact area

3

2

1

Secondary Graze

Initial Graze

1,307 m

1,313 m

Beginning of the graze

1,311 m

End of the graze

40 m

3

Final impact:

Main impact at 1327 m on the 5th mountain.

The right wing separated during the final impact and was thrown ~200 ft downslope to the right.

1

Initial graze:

Height: 1313 m → 1311 m

Length: 35.5 m

Result: approximately 1/3 of the left wing was dislodged and debris found at the foot of the 4th mountain.

Second graze:

Height: 1308 m

Distance between first and second graze: 83 m

2

Height above mean sea level (AMSL)

1

Initial graze:

Height: 1313 m → 1311 m

Length: 35.5 m

Result: approximately 1/3 of the left wing was dislodged and debris found at the foot of the 4th mountain.

3

Final impact:

Main impact at 1327 m on the 5th mountain.

The right wing separated during the final impact and was thrown ~200 ft downslope to the right.

Second graze:

Height: 1308 m

Distance between first and second graze: 83 m

2

Height above mean sea level (AMSL)

1

Initial graze:

Height: 1313 m → 1311 m

Length: 35.5 m

Result: approximately 1/3 of the left wing was dislodged and debris found at the foot of the 4th mountain.

3

Final impact:

Main impact at 1327 m on the 5th mountain.

The right wing separated during the final impact and was thrown ~200 ft downslope to the right.

2

Second graze:

Height: 1308 m

Distance between first and second graze: 83 m

Height above mean sea level (AMSL)

The aircraft hit the granite rock with such force that it broke into tiny fragments, which were scattered across about 10.4 km² of mostly inaccessible terrain.

Nortonbridge

Laxapana Falls

Laxapana Falls

Crash site

Seven Virgins Mountain Range

Kelani River

Scattered area

10.4 km²

Central Province

Canyon reservoir

Sabaragamuwa Province

Province border

1 km

Nortonbridge

Laxapana Falls

Laxapana Falls

Crash site

Seven Virgins Mountain Range

Kelani River

Scattered area

10.4 km²

Central Province

Canyon reservoir

Sabaragamuwa Province

Province border

1 km

Nortonbridge

Laxapana Falls

Laxapana Falls

Crash site

Seven Virgins Mountain Range

Kelani River

Scattered area

10.4 km²

Central Province

Canyon reservoir

Sabaragamuwa Province

Province border

1 km

(The scattered area is not accurately represented; it is shown only to provide a sense of proportion.)

Flight Data Recorder

Flight Data Recorder

Despite an extensive search by the Sri Lanka Army and volunteers from Theberton Estate, only about 130 feet of foil from the Flight Data Recorder were recovered, all in small fragments. This foil was sent to the U.S. National Transportation Safety Board for analysis, but it was found to be from the supply spool and contained no data relevant to the accident. The only other recovered component was a severely damaged section of the recorder’s outer casing.

191 Fatalities

Killing all 191 people aboard – 182 passengers, all of whom were Indonesian Hajj pilgrims, and nine crew members

9

Crew members

182

Indonesian hajj pilgrims bound for Mecca

191 Fatalities

Killing all 191 people aboard – 182 passengers, all of whom were Indonesian Hajj pilgrims, and nine crew members

9

Crew members

182

Indonesian hajj pilgrims bound for Mecca

191 Fatalities

Killing all 191 people aboard – 182 passengers, all of whom were Indonesian Hajj pilgrims, and nine crew members

Crew members

9

182

Indonesian hajj pilgrims bound for Mecca

Worst aircraft accidents and incidents

The Seven Virgin crash ranks 37th among the worst aviation

accident and incidents in the world.

Location

Year

Deaths

U.S.

U.S.

Spain

Japan

India

France

Ireland

Saudi Arabia

Ukraine

Iran

Iran

U.S.

UK

USSR

U.S.

Japan

Saudi Arabia

India

Algeria

Antarctica

Canada

Congo

Indian Ocean

Indonesia

U.S.,

Canada,

U.S.

Atlantic Ocean

Taiwan

Egypt

Thailand

U.S.

India

Taiwan

USSR

Brazil

Sri Lanka

2001

2001

1977

1985

1996

1974

1985

1980

2014

1988

2003

1979

1988

1983

2001

1994

1991

2025

2018

1979

1985

1996

2014

1997

1996

1998

1997

2009

2002

2015

1991

1999

1978

1998

1985

2007

1974

1700*

1000*

583

520

349

346

329*

301

298*

290*

275

273

270*

269*

265*

264

261

260

257

257

256

251

239*

234

230

229

229

228

225

224*

223

217

213

202

200

199

191

Terrorist / hijack / shoot-down

Worst aircraft accidents and incidents

The Seven Virgin crash ranks 37th among the worst aviation accidentsn and incidents in the world.

Location

Year

Deaths

U.S.

U.S.

Spain

Japan

India

France

Ireland

Saudi Arabia

Ukraine

Iran

Iran

U.S.

UK

USSR

U.S.

Japan

Saudi Arabia

India

Algeria

Antarctica

Canada

Congo

Indian Ocean

Indonesia

U.S.,

Canada,

U.S.

Atlantic Ocean

Taiwan

Egypt

Thailand

U.S.

India

Taiwan

USSR

Brazil

Sri Lanka

1700*

2001

2001

1977

1985

1996

1974

1985

1980

2014

1988

2003

1979

1988

1983

2001

1994

1991

2025

2018

1979

1985

1996

2014

1997

1996

1998

1997

2009

2002

2015

1991

1999

1978

1998

1985

2007

1974

1000*

583

520

349

346

329*

301

298*

290*

275

273

270*

269*

265*

264

261

260

257

257

256

251

239*

234

230

229

229

228

225

224*

223

217

213

202

200

199

191

Terrorist / hijack / shoot-down

In Memoriam

In Memoriam Tribute

The recovery effort following the crash was severely hindered by the difficult and inaccessible terrain of the Seven Virgins mountain range. Ultimately, only a small portion of the remains of the passengers and crew could be recovered at the foot of the mountain. Tragically, the impact was so severe that it was not possible to identify any human remains as belonging to the cockpit crew. Post-mortem examinations conducted on the recovered remains revealed no indications of intoxication.

In accordance with Muslim religious customs, a team of dedicated volunteers respectfully interred the recovered remains near the site. Today, a memorial plaque placed by the families of the victims rests on the slopes below the crash site in the Theberton Tea Estate, marking their final resting place.

A primary public memorial is situated near the Norton Bridge Police Station. It features a large piece of the aircraft's landing gear recovered from the mountain—a quiet, enduring tribute to the 191 souls who never returned home.