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holes.
The upper and lower trailing edge beams had generally failed at the rib locations or along
the attachment bolts to the ribs. Several pieces of trailing edge panels were found on land.
Left Hand Elevator (Figure 10.c) - The largest piece of the elevator was the portion from
the tip to elevator station 195, including the tip balance weight. The stabilizer outboard
trailing edge elevator hinge fitting (elevator station 213) remained attached to the
outboard elevator section. Deformation of fasteners at this hinge location was indicative
of the elevator and hinge moving aft and inboard relative to the left-hand horizontal
stabilizer. All of the hinge fittings were identified except for the horizontal stabilizer rib
hinge fitting located at elevator station 66. The elevator hinges and surrounding area at
elevator stations 213 and 176 contained evidence of elevator over-travel in the up and
down directions and twisting of the bearing hinge plates. The balance weights in the
balance bay and support structure were recovered from the crash site. The elevator tab
was recovered in three long pieces on land, except for the inboard hinge and tab mast
fitting which were recovered from the crash site. The tab hinge and elevator hinge fitting
at elevator station 66 were damaged resulting from twisting of the bearing and fittings.
Both control rods for the left hand elevator displayed multiple helical breaks indicative of
torsional loading. The torsional breaks were as if the trim tab had rotated clockwise
(looking forward) relative to the stabilizer and elevator. All of the attachments for the tab
control rods were accounted for. The tab lockout mechanisms and rods and the tab mast
fittings were recovered from the crash site. The elevator PCUs for the right hand and left
hand elevators were recovered. One of the units was found complete with the piston and
rod, and the rod showed an elevator position near neutral. The piston and rod on the other
unit were missing.
Right hand horizontal stabilizer (Figure 10.d) - The leading edge of the two right hand
horizontal stabilizer sections showed no impact marks. Distortion and wrinkles were
noted in the outboard areas of the horizontal stabilizer leading edge and interspar ribs and
skin.
Right hand elevator (Figure 10.e) - All of the control tab pieces were identified except for
the portion inboard of elevator station 66. The largest piece of the right hand elevator was
the portion from the tip to elevator station 176, including the tip balance weight and
elevator station 213 hinge fitting. All six elevator hinge fittings were identified. The
hinges located at elevator station 121 and outboard were found on land. The elevator
hinges and surrounding area at elevator stations 213 and 176 contained evidence of
elevator over-travel in the up and down directions and twisting of the bearings or hinge
plates. The bearing and the bearing plates of the elevator hinge at elevator station 195
were twisted as if the elevator outboard end moved upward relative to the horizontal
stabilizer. Although the lower bolt was not found, evidence indicated that the bolt was
present during the separation of the elevator. The balance weights in the balance bay and
support structure were recovered from the crash site. The right hand elevator control tab
rods were identified. Deformation of the rods at the right hand elevator showed that they
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were bent in the downward direction. All of the attachments for the tab control rods and
lockout mechanisms were accounted for. The tab lockout mechanisms and rods and the
tab mast fittings were recovered from the crash site.
The horizontal stabilizer center section (the so-called "Texas Star") structure and the
horizontal stabilizer jackscrew were recovered from the crash site in the river. The
majority of the front and rear spars were found and identified. The horizontal stabilizer
center section has two hinge supports at the rear end about which the horizontal stabilizer
is pivoted. The front end of the Texas Star structure is connected to a ball-nut on the
jackscrew which is used to move the horizontal stabilizer (Figure 10.f).
The majority of the front and rear spars were identified. All of the stabilizer terminal
fitting installations were accounted for. Only the left hand stabilizer hinge fitting and
Section 48-support beam were recovered.
1.12.1.5 Vertical Tailplane
The recovered parts of the vertical tailplane main box and hinge fittings were severely
fragmented. All spar terminal fittings and the trailing edge rib rudder hinge fittings were
accounted for.
An estimated 50 per cent (by area) of the rudder skin honeycomb pieces was found
scattered on land. Small pieces of the rudder spar were retrieved from the river, as were
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NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(11)
