Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B737-300 19 DECEMBER 1997

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National
Transportation
Safety
Committee
Aircraft Accident Report
SILKAIR FLIGHT MI 185
BOEING B737-300
9V-TRF
MUSI RIVER, PALEMBANG, INDONESIA
19 DECEMBER 1997
Jakarta, 14 December 2000
Department of Communications
Republic of Indonesia
Investigation of Aircraft Accident
SilkAir Flight MI 185
Boeing B737-300, 9V-TRF
Musi River, Palembang, Indonesia
19 December 1997
FINAL REPORT
Note:
• All times indicated in this report are based on FDR UTC time.
Local time is UTC + 7 hours.
i
Abstract
This report is on the accident involving the SilkAir flight MI 185, a Boeing B737-300,
which crashed into the Musi river near Palembang, South Sumatra, Indonesia, on 19
December 1997, at about 16:13 local time (09:13 UTC).
SilkAir flight MI 185 was operating as a scheduled passenger flight from Jakarta
Soekarno-Hatta International Airport to Singapore Changi Airport.
The flight departed about 15:37 local time with 97 passengers, five cabin crew and two
cockpit crew.
The airplane descended from its cruising altitude of 35,000 feet and impacted the Musi
river, near the village of Sunsang, about 30 nautical miles north-north-east of Palembang
in South Sumatra.
Visual meteorological conditions prevailed for the flight, which operated on an
instrument flight rules flight plan.
Prior to the sudden descent from 35,000 feet, the flight data recorders stopped recording
at different times. There were no mayday calls transmitted from the airplane prior or
during the descent.
All 104 persons on board did not survive the accident, and the airplane was completely
destroyed by impact forces. Except parts of the empennage that found on land, most of
the wreckage was found buried in the bottom of the Musi river.
About 73 percent by weight of wreckage was recovered, although due to the magnitude of
destruction of the airplane, the small mangled pieces precluded finding clues, evidence or
proof as to what have happened, how and why.
The safety issues in this report focused on the areas of flight operations, the flight data
recorders, the human factors and control systems malfunctions.
The investigation yielded very limited data and information to make conclusions possible.
The report is pursuant to the technical investigation conducted by the National
Transportation Safety Committee (NTSC) of Indonesia.
The investigation was conducted in accordance with the standards and recommended
practices of Annex 13 to the Convention on International Civil Aviation. In accordance
with Annex 13, the sole objective of the investigation of an accident or incident shall be
the prevention of accidents and incidents. It is not the purpose of this activity to apportion
blame or liability.
ii
This page is left intentionally blank.
iii
Table of Contents
Errata
Abstract i
Abbreviations vii
Glossary of Terms x
1 FACTUAL INFORMATION 1
1.1 History of Flight 1
Synopsis 1
1.2 Injuries to Persons 1
1.3 Damage to Aircraft 2
1.4 Other Damage 2
1.5 Personnel Information 2
1.5.1 Pilot-In-Command (PIC) 2
1.5.2 First Officer (F/O) 2
1.6 Aircraft Information 3
1.6.1 Aircraft Data 3
1.6.2 Aircraft History 3
1.6.3 Weight and Balance 4
1.7 Meteorological Information 4
1.7.1 General Weather Condition over South Sumatra 4
1.7.2 Weather Report over Palembang and Its Surroundings 4
1.7.3 Information on Wind Directions and Strength 4
1.7.4 Weather En-route 5
1.8 Aids to Navigation 5
1.9 Communications 5
1.10 Aerodrome Information 5
1.11 Flight Recorders 6
1.11.1 FDR 6
1.11.2 FDR Data Recovery 6
1.11.3 CVR 7
1.12 Wreckage and Impact Information 7
1.12.1 Aircraft Structures 8
1.12.1.1 Wings 9
1.12.1.2 Fuselage 9
1.12.1.3 Empennage 10
1.12.1.4 Horizontal Tailplane 10
1.12.1.5 Vertical Tailplane 12
1.12.2 Power plants 12
1.12.2.1 Engine 13
1.12.2.2 Main Engine Control (MEC) / Governor 13
1.12.2.3 Throttle Box 14
1.12.3 PCU and Actuator Tear Down and Examination 14
1.12.3.1 Tear Down Activities 14
1.12.3.2 Spoiler/Flap/Slat/Thrust Reverser Actuators 15
1.12.3.3 Actuators Found in Non-neutral Position 15
1.12.4 Other Aircraft Components 17
1.13 Medical and Pathological Information 17
1.14 Fire 17
1.15 Survival Aspects 18
iv
1.16 Tests and Research 18
1.16.1 CVR Circuit Breaker Actuation Test 18
1.16.2 Captain Seat Belt Buckle Sound Test 19
1.16.3 Voice Recognition of ATC Recording using Audio Spectral Analysis 20
1.16.4 Trajectory Studies 20
1.16.5 Flutter Studies 21
1.16.6 Flight Simulation Tests 21
1.17 Organizational and Management Information 22
1.18 Other Information 23
1.18.1 Air Traffic Control 23
1.18.2 Radar Surveillance 23
1.18.2.1 Radar Facilities. 23
1.18.2.2 Radar Data Output 24
1.18.2.3 Aircraft Flight Path Based on Radar 24
1.18.3 PIC’s Background and Training 24
1.18.3.1 Professional Background in RSAF 24
1.18.3.2 Professional Background with SilkAir. 25
1.18.3.3 Financial Background Information 25
1.18.3.4 Recent Behaviour 26
1.18.4 F/O’s Background and Training 26
1.18.4.1 Professional Background with SilkAir 26
1.18.4.2 Financial Background Information 27
1.18.4.3 Recent Behaviour 27
1.18.5 Relationship Between the PIC and the F/O 27
2 ANALYSIS 28
2.1 Introduction 28
2.2 Aircraft Structural and Systems Integrity 28
2.2.1 Horizontal Stabilizers and Elevators 29
2.2.2 Vertical Stabilizer and Rudder 29
2.3 Break Up of the Empennage 30
2.3.1 Results of Trajectory Studies 30
2.3.2 Results of Flutter Studies 30
2.3.3 Explanation to the Break Up of the Empennage 31
2.4 Power Control Units and Actuators 31
2.4.1 Main Rudder PCU 31
2.4.2 Standby Rudder PCU 32
2.4.3 Aileron PCU 32
2.4.4 Elevator PCU 32
2.4.5 Horizontal Stabilizer Jackscrew 32
2.4.6 Other Actuators 34
2.5 Powerplant 34
2.6 Stoppage of the CVR and FDR 35
2.6.1 CVR Stoppage 35
2.6.2 FDR Stoppage 36
2.7 Radio Transmission Voice Recognition 36
2.8 Maintenance Aspects 37
2.8.1 Aircraft Maintenance 37
2.8.2 Patch Repair 37
2.9 General Operational Issues 37
2.10 Simulated Descent Profile 38
2.11 High Speed Descent Issues 39
2.11.1 Mach Trim System and its Function 39
2.11.2 Emergency Descent due to Fire, Smoke or Depressurization 39
v
2.12 General Human Performance Issues 40
2.13 Human Factors Aspects of the CVR and ATC Recordings 41
2.13.1 CVR 41
2.13.2 ATC Recordings 41
2.14 Specific Human Factors Issues 42
2.14.1 Personal Relationships 42
2.14.2 First Officer (F/O) 42
2.14.3 Pilot-in-Command (PIC) 42
2.14.3.1 Recent Behaviour 43
2.14.3.2 Insurance 43
2.14.3.3 Overall Comments on Pilot-in-Command 44
3 CONCLUSIONS 45
3.1 Findings 45
Engineering and Systems 45
Flight Operations 45
Human Factors 46
3.2 Final Remarks 46
4 RECOMMENDATIONS 48
Recommendations to manufacturers 48
General recommendation 48
REFERENCES 49
FIGURES
Figure 1 Route from Jakarta to Singapore over Sumatra, Indonesia 50
Figure 2 Sequence of events 52
Figure 3 Boeing B737-300 – Three view drawing 53
Figure 4 Flight Data Recorder (FDR) 54
Figure 5 Cockpit Voice Recorder (CVR) 56
Figure 6 Debris recovery 57
Figure 7 Sketch of the wreckage pieces found on land 59
Figure 8 Picture of wreckage recovered from the river 60
Figure 9 Sketch of fuselage skin patch repair 64
Figure 10 Sketch of empennage parts found on land 65
Figure 11 Picture of the reconstructed empennage 75
Figure 12 Impact marks at the cam feel centering unit 76
Figure 13 Pictures of horizontal stabilizer jackscrew 77
Figure 14 Diagram of debris distribution analysis 80
Figure 15 Boeing B737-300 flutter flight envelope diagram 83
Figure 16 Corrected radar data 84
Figure 17 Wiring diagram 24-58-11 85
Figure 18 Flight control surfaces location 86
APPENDICES
Appendix A Transcript of the Last Portion of CVR Recording A-1
Appendix B Plots of the Last Portion of Several FDR Parameters B-1
Appendix C Transcript of ATC recording C-1
Appendix D Wreckage weight D-1
Appendix E Actuator matrix E-1
Appendix F Letters from AlliedSignal F-1
vi
Appendix G Results of flight simulation exercises G-1
Appendix H Site Acceptance Certificate of the Hughes GUARDIAN System H-1
Appendix I Professional events in the Flight Crew’s career during 1997 I-1
Appendix J History of FAA AD related to Boeing 737 rudder system J-1
Appendix K Boeing B737 non-normal procedures - emergency descent K-1
Appendix L Boeing B737 Alert Service Bulletin, Subject on Flight Controls –
Trailing Edge Flap and Horizontal Stabilizer Trim Systems L-1
Appendix M Singapore Accredited Representative’s Comments on
Draft Final Report M-1
Appendix N USA Accredited Representative’s Comments on
Draft Final Report N-1
vii
Abbreviation
AAIB Air Accidents Investigation Branch
AAIC Aircraft Accident Investigation Commission
AC Advisory Circular
AD Airworthiness Directive
AFM Airplane Flight Manual
AFS Auto-Flight System
agl above ground level
APU Auxiliary Power Unit
ASB Alert Service Bulletin
ASRS Aviation Safety Reporting System
ATC Air Traffic Control
ATP Airline Transport Pilot
ATPL Airline Transport Pilot License
ATS Air Traffic Services
BASI Bureau of Aviation Safety Investigation
BEA Bureau Enquétes Accidents
CAAS Civil Aviation Authority of Singapore
CAM Cockpit Area Microphone
CB Circuit Breaker
CG Center of Gravity
CPL Commercial Pilot License
CRM Crew Resource Management
CRT Cathode Ray Tube
CVR Cockpit Voice Recorder
DFDAU Digital Flight Data Acquisition Unit
DME Distance Measuring Equipment
E&E bay Electrical and Electronic compartment
EDP Engine Driven Hydraulic Pump
Elex Electronics
EQA Equipment Quality Analysis
F Fahrenheit
FAA Federal Aviation Administration
FAR Federal Aviation Regulations
FD Flight Director
FDR Flight Data Recorder
FIR Flight Information Region
FL Flight Level
FTIR Fourier Transfer Infrared
F/O First Officer
GE General Electric
GPS Global Positioning System
viii
GPWS Ground Proximity Warning System
Hg Mercury
HPa Hecto Pascal
HQ Head Quarters
Hz Hertz
ICT Industrial Computed Tomography
IFR Instrument Flight Rules
ILS Instrument Landing Systems
IP Instructor Pilot
IRS Inertial Reference System
JKT Jakarta
KCAS Knots Calibrated Airspeed
KEAS Knots Equivalent Airspeed
Kg Kilogram
KIAS Knots Indicated Airspeed
kV Kilo Volt
L Left
LIP Line Instructor Pilot
LOFT Line Oriented Flight Training
MAC Mean Aerodynamic Chord
MCIT Ministry of Communication and Information Technology
M-CAB Multipurpose Cab (simulator)
MEC Main Engine Control
MHz Mega Hertz
MM Maintenance Manual
MSL Mean sea level
N1 Engine Fan Speed
N2 Engine Compressor Speed
NG Next generation
nm Nautical mile
NNW north-north-west
NTSB National Transportation Safety Board
NTSC National Transportation Safety Committee
PA Public address
PATS Play-back and Test System
PCU Power Control Unit
PF Pilot flying
PIC Pilot in Command
PLB Palembang
P/N Part number
PNF Pilot non flying
Psi Pounds per square inch
ix
PWC PricewaterhouseCoopers
QAR Quick access recorder
R Right
RA Radio altitude
RAPS Replay and Presentation System
RSAF Republic of Singapore Air Force
SB Service bulletin
SEM Scanning electron microscope
SIA Singapore International Airlines
SIAEC Singapore Airlines Engineering Company
SIN Singapore
SL Service letter
S/N Serial number
SRM Structure Repair Manual
SSCVR Solid State Cockpit Voice Recorder
SSR Secondary Surveillance Radar
TCAS Traffic Collision Avoidance System
TOGA Take-off / go-around
T/R Thrust reverser
UFDR Universal Flight Data Recorder
ULB Underwater Locator Beacon
USA United States of America
UTC Universal Time Coordinated
Vd Descent speed
VFR Visual flight rules
VHF Very High Frequency
VOR Very high frequency Omni directional Range
VSV Variable Stator Vane
XRD X-ray diffraction
x
Glossary of Terms
Actuator A device that transforms fluid pressure into mechanical fore
Aileron An aerodynamic control surface that is attached to the rear, or
trailing edges of each wing. When commanded, the ailerons rotate
up or down in opposite directions
Auto-flight system A system, consisting of the auto-pilot flight director system and the
auto-throttle, that provides control commands to the airplane's
ailerons, flight spoilers, pitch trim, and elevators to reduce pilot
workload and provide for smoother flight. The auto- flight system
does not provide control commands to the airplane's rudder system
Bank The attitude of an airplane when its wings are not laterally level
Blowdown limit The maximum amount of rudder travel available for an airplane at
a given flight condition / configuration. Rudder blowdown occurs
when the aerodynamic forces acting on the rudder become equal to
the hydraulic force available to move the rudder
Catastrophic
failure condition
A failure condition that will prevent continued safe flight and
landing
Command mode A position on the two autopilot flight control computers, that, when
engaged, allows the autopilot to control the airplane according to
the mode selected via the Mode Selector switches, which include
Altitude hold, Vertical Speed, Level Change, Vertical Navigation,
VOR Localizer, Lateral Navigation and Heading Select
Computer
simulation
The NTSB computer workstation-based flight simulation software
used flight controls, aerodynamic characteristics, and engine
models (developed by Boeing) to derive force and moment time
histories of the airplanes, which can be converted into airplane
motion
Control wheel
steering mode
A position on the two autopilot flight control computers that, when
engaged, allows the autopilot to maneuver the airplane through the
autofilight system in response to control pressure, similar that
required for manual flight, applied by either pilot. The use of
control wheel steering does not disengage the autopilot.
Cross-coupled The ability of the aerodynamic motion about an airplane's control
axes to constantly interact and affect each other in flight.
Crossover speed The speed below which the maximum roll control (full roll
authority provided by control wheel input) can no longer counter
the yaw / roll effects of a rudder deflected to its blowdown limit.
Directional
control
The function that is normally performed by the rudder by pilot
input or yaw damper input (also known as yaw control)
E&E bay An airplane compartment that contains electrical and electronic
components.
Elevator An aerodynamic control surface to the back of the horizontal
stabilizer that moves the airplane's nose up and down to cause the
airplane to climb or descend.
Empennage The tail section of an airplane, including stabilizing and flight
control surfaces
Flap An extendable aerodynamic surface usually located at the trailing
xi
edge of an airplane wing.
G A unit of measurement. One G is equivalent to the acceleration
caused by the earth's gravity (32.174 feet/sec2)
Galling A condition in which microscopic projections or asperities bond at
the sliding interface under very high local pressure. Subsequently,
the sliding forces fracture the bonds, tearing metal from one
surface and transferring it to the other.
Heading The direction (expressed in degrees between 001 and 360) in which
the longitudinal axis of an airplane is point, in relation to north
Hinge moment The tendency of a force to produce movement about a hinge.
Specifically the tendency of the aerodynamic forces acting on a
control surface
Hydraulic fluid Liquid used to transmit and distribute forces to various airplane
components that are being actuated.
Hydraulic
pressure limiter
A device incorporated in the design of the main rudder PCU on 737
next generation (NG) series airplanes to reduce the amount of
rudder deflection when active. It is commanded to limit hydraulic
system A pressure (using a bypass valve) as the airspeed is
increased to greater than 137 knots, and it is reset as the airspeed is
decreased to less than 139 knots.
Hydraulic
pressure reducer
A modification on 737-100 through -500 series airplanes to reduce
the amount of rudder authority available during those phases of
flight when large rudder deflections are not required. The pressure
reducer, added to hydraulic system A near the rudder PCU, will
lower the hydraulic pressure from 3,000 to 1,000 pounds psi on
737-300, -400, and -500 series airplanes or to 1,400 psi on 737-
100, and -200 series airplanes.
Hydraulic system
A
For 737-300, -400, and -500 series airplanes: A system that
includes an engine-drive hydraulic pump and an electrically
powered pump that provides power for the ailerons, rudder,
elevators, landing gear, normal nosewheel steering, alternate
brakes, inboard flight spoilers, left engine thrust reverser, ground
spoilers, the system A autopilot, and the autoslats through the
power transfer unit
Hydraulic system
B
For 737-300, -400, and -500 series airplanes: A system that
includes an engine-drive hydraulic pump and an electrically
powered pump that provides power for the ailerons, rudder,
elevators, trailing edge flaps, leading edge flaps and slats, autoslats,
normal brakes, outboard flight spoilers, right thrust reverse, yaw
damper, the system B autopilot, autobrakes, landing gear transfer
unit, and alternate nose-wheel steering (if installed).
Input shaft of the
737 main rudder
PCU
When rudder motion is commanded, this device moves the primary
and secondary dual-concentric servo valve slides by way of the
primary and secondary internal summing levers to connect
hydraulic pressure and return circuits from hydraulic systems A
and B so that hydraulic pressure is ported to the appropriate slides
of the dual tandem actuator piston to extend or retract the main
rudder PCU piston rod
Interpolation The determination, or approximation of unknown values based on
known values
xii
Kinematics A process involving fitting curves through available FDR data
(such as heading, pitch and roll), obtaining flight control time
history rates from these curves, and obtaining accelerations from
these accelerations using Newton's laws.
Knot A velocity of one nautical mile per hour.
M-CAB A Boeing multi-cabin flight simulator that can be modified to
simulate a variety of aircraft models and scenarios. It is an
engineering simulator that is capable of simulating events that are
outside of normal flight regimes, but it is not used for flight
training.
NG Boeing's next generation 737 series, designated as the 737-600, -
700, -800, and -900 models
Overtravel The ability of a device to move beyond its normal operating
position or range.
Pitch control The function that is performed by the elevator by moving the
control column forward or aft, which raises or lowers the nose of
the airplane
Power control
unit (PCU)
A hydraulically powered device that moves a control surface, such
as a rudder, elevator, and aileron
Roll Rotation of an airplane about its longitudinal axis
Roll control The function that is performed by the ailerons and flight spoilers by
moving the control wheel to the right or the left.
Rudder An aerodynamic vertical control surface that is used to make the
airplane yaw, or rotate, about its vertical axis
Reverse rudder
response
A rudder surface movement that is opposite to the one commanded
Rudder hardover The sustained deflection of a rudder at its full (blowdown) travel
position
Rudder trim A system that allows pilots to command a steady rudder input
without maintaining foot pressure on the rudder pedals. It can be
used to compensate for the large yawing moments generated by
asymmetric thrust in an engine-out situation
Sideload The effect of lateral acceleration, typical the result of sideslip or
yaw acceleration
Sideslip The lateral angle between the longitudinal axis of the airplane and
the direction of motion (flight path or relative wind). It is normally
produced by rudder forces, yawing motion resulting from
asymmetrical thrust, or lateral gusts
Slat An aerodynamic surface located on an airplane wing's leading edge
that may be extended to provide additional lift
Spoiler A device located on an airplane wing's upper surface that may be
activated to provide increased drag and decreased lift
Yaw Rotation of an airplane about its vertical axis
Yaw control The function that is normally performed by the rudder by pilot
input or yaw damper input, also known as directional control
Yaw damper (in
the 737 main
rudder PCU)

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