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simulator which is used to simulate various types of Boeing aircraft. In the case of B737-
300, the nonlinear mathematical software has been validated using flight test data up to
Mach 0.89, and extrapolated using aerodynamics data based on transonic wind tunnel
data from 0.89 to 0.99 mach.
The objective of the test was to explore and understand the various possible combination
of one or more malfunctions of flight controls, aircraft systems and power plants that
would result in the extreme descent flight trajectory as suggested by the radar plots.
There were 21 scenarios performed as follows:
1 Autopilot (A/P) ON, Auto Throttle (A/T) ON and One engine FAIL
2 A/P OFF, A/T OFF and One engine FAIL
3 A/P ON, Yaw Damper (Y/D) FAIL and A/P was disconnected after 80 seconds
4 Repeat of scenario 3 with A/P OFF
5 A/P ON, Rudder INPUT simultaneously A/P disconnected, aircraft rolled to 120
degrees bank. Manual recovery.
6 A/P OFF, Rudder INPUT for 4 seconds (aircraft rolled right round) and manual
recovery
7 A/P OFF, Rudder INPUT for 2 seconds (aircraft bank 85 degrees) and manual
recovery
8 A/P ON, A/P hard over, A/P disconnected and manual recovery
9 A/P ON, A/P disconnected and push-over from level flight. The G’s forces
recorded at about 0.2 G.
10 A/P OFF, Repeat push-over (¼ column) and G’s forces recorded at about 0.5 G
until the aircraft descended to 30,500 feet.
11 A/P OFF, One Engine FAIL just before the last radar point at 35000 ft
12 A/P OFF, A/T ON (This session was aborted due to engine inadvertently left failed
from the previous session.)
13 A/P OFF, A/T ON (to give max asymmetry with one Engine fail)
14 A/P ON, A/T ON and Y/D hard-over
15 A/P OFF, Yaw damper hard-over (manual recovery after 5 seconds )
16 A/P ON and A/T OFF, Rudder input (the aircraft descended to 33,700 feet at 270
knots with 90 degrees bank)
17 A/P OFF and A/T OFF, Rudder input
18 A/P ON and A/T ON, A/P hard over in lateral axis
19 A/P OFF and A/T OFF, control column pushed and held at 0.75 position down
until speed reached Mach 1 (high control column force required )
20 A/P OFF and A/T OFF (try to show the locations of the radar points)
21 A/P OFF and A/T OFF. Rudder Input (aircraft allowed to spiral for much longer
period than so far experienced).
Note: Scenarios 1 to 10 were conducted without simulator motion.
The results from the test indicated that none of the scenarios matched the flight trajectory
as suggested by the radar points.
G-3
2. Second Simulation Test
The simulation test was conducted on 12 May 1998 at the same Boeing M-Cab facility,
using corrected data provided by NTSB and Boeing.
The objective of the second test was to demonstrate aircraft responses to specific inputs
with appropriate pilot actions to recover. Pilots were to apply appropriate recovery
techniques after approximately 4 seconds per JAR ACJ 25.1329 sec 5.3.1 & 5.3.2.
The initial flight conditions of the simulation were based on approximate MI-185 cruise
conditions: weight = 110,000 lbs., CG = 18% MAC, altitude = 35,000 feet, airspeed =
Mach 0.74 and flaps up.
There were 20 scenarios performed in two sessions as follows:
Session One
1. A/P ON, one engine FAIL
2. A/P ON, one engine FAIL, recovery demonstrated after A/P disconnected
3. A/P ON, Yaw Damper FAIL
4. Yaw Damper FAIL with A/P disconnected after approximately 50 seconds
5. A/P hard over (A/P disconnected almost immediately due to aircraft monitoring
system)
6. Attempts to replicate A/P hard over using manual inputs to simulate the monitors not
functioning on the aircraft, A/P OFF
7. A/P ON. Full right pedal input, recovery demonstrated after A/P disconnected
8. A/P OFF. Full pedal input recovery demonstration
9. A/P ON. Full pedal input. Recovery after aircraft inverted with A/P disconnected.
10. Backdrive through radar points, demonstration 1
11. Backdrive through radar points, demonstration 2
12. Manual attempts to fly through radar points.
Session Two
1. Manual attempt to fly through radar points with full thrust and full pedal input.
2. Manual attempt to fly through radar points
3. Full right pedal input recovery demonstration
4. Full right pedal input and attempt to simulate an A/P type of response
5. Full right pedal input recovery demonstration
6. Manual attempt to fly through radar points
7. Manual attempt to fly through radar points
8. Full right pedal input with no pilot inputs to recover.
The results of the second simulation test were summarized as follows:
a) The descent trajectory resulting from any single failure would not fly through all the
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NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(43)
