On 18 November 2000, the aircraft conducting the flight, a Britten Norman Islander BN-2 sheared tree tops and crashed onto the forest near the airport shortly after takeoff.

[3] The Britten Norman Islander took off at 10:51 local time, carrying a total of 17 passengers, including 2 infants and a 5-month-pregnant woman, and 1 crew member on board.

Shortly after takeoff, the airport radio operator noticed that the aircraft disappeared behind the forest.

The landing gear then struck the last contacted tree and then it crashed upside down onto the forest floor.

This created a dangerous post-impact fire risk, as the soil type in Borneo was often flammable.

A search and rescue party was quickly assembled by Datah Dawai Airport authorities shortly after the crash.

The crew of the aircraft, identified as Captain Abdul Hayi, had to be transported to Jakarta due to broken legs.

The one and only crew, Captain Abdul Hayi, had accrued a total flying hours of 7.560[5] The aerodrome is owned by the local government and used for pioneer flight operations.

[4][6] Investigators inspected the wreckage of Flight 3130 and found that there was not a single indication of a rotation on the propeller during the crash.

The propellers were found in fine pitch and unfeathered position, which indicating an improper engine shutdown procedure.

Britten Norman issued the maximum takeoff weight (for Datah Dawai Airport elevation, which is 650 ft) is 6.300 lbs or 2.860 kg.

However, Dirgantara Air Service argued from the manual that the maximum takeoff weight is 6.600 lbs.

Calculation of the flight performance indicated that with a reported 6.007 lbs aircraft weight (allowable for Datah Dawai according to the airline's SOP) and two engines operation, the aircraft could climb as high as 200 ft height from the runway elevation at 533.3 meter range (first segment climb).

Using a linearized performance model, applying the actual weight of 6.572 lbs, the net gradient climb was calculated to be 12.6%.

A correction factor applied to the linearized model resulting in an estimated climb gradient of 11%.

This maneuver, turning back to the airport by veering to the left, was not based on published procedures or visual track charts, as there were not available for departures from runway 02.

Realizing that the aircraft continued to lose altitude, Captain Abdul prepared for an emergency landing.

There was literally no time to conduct a proper emergency procedure, as the aircraft continued to fall with a sharp nose-down pitch.

The investigation found that the crew of Dirgantara Air Service has never filled out a flight clearance for all its operations from Samarinda.

Dirgantara Air Service Area Manager in Samarinda mentioned that in many cases, the local personnel are not qualified or do not have the right to work in airline operation, but have to be hired anyway.

The original manifest, obtained by the police at Tenggarong District and was suspected to be from Datah Dawai, listed seven adults, one child, and one infant with several items of baggage.

This is a gross violation of aviation safety procedures that can be classified as willful misconduct if not considered as criminal act.

Without strong supervision, the airline employee or authority may take bribe from passengers who do not want to wait in line.

Captain Abdul and his chief pilot stated that such practices are often carried out along with their colleagues to get extra money to compensate their lower salary compared to the skill and service they have to provide the company assignment.

He thought that with a higher velocity, he would achieve the optimum takeoff performance, while doing so would only get the aircraft nearer to the obstacle.

This overloading was caused due to miscalculation of the overall weight, accepting passengers' bribe, and the absence of supervision system that would prevent such practice.