曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
The information obtained after HPG report version 6.0 showed
that the captain had no significant financial difficulties
at the time of the accident.
It is not possible to determine with certainty which pilot made the manual flight
control inputs. However, when the HPG findings are considered in the context of all the
other investigative findings, they lead to the conclusion that the airplane departed cruise
flight as a result of an intentional maneuver requiring sustained manual flight control
inputs that were most likely performed by the captain.
NTSC’S COMMENTS:
There is no evidence to conclude that either of the pilots
made any manual flight control inputs.
In summary, the investigative findings strongly support the conclusions that no
airplane-related mechanical malfunctions or failures caused or contributed to the accident,
and the accident can be explained by intentional pilot action.
The remainder of this document sets forth detailed comments on individual
sections in the draft Final Report.
N-13
1. FACTUAL INFORMATION
1.1 History of Flight
Sequence of Events
On 19 December 1997, a SilkAir Boeing B737-300 aircraft, registration 9V-TRF, was on
a scheduled commercial international passenger flight under Instrument Flight Rules
(IFR), routing Singapore – Jakarta – Singapore.
The flight from Singapore to Jakarta operated normally. After completing a normal turnaround
in Jakarta the aircraft departed Soekarno-Hatta International Airport for the
return leg.
At 08:37:13 (15:37:13 local time) the flight (MI 185) took off from Runway 25R with the
Captain as the handling pilot. The flight received clearance to climb to 35,000 feet
(Flight Level 350) and to head directly to Palembang5. At 08:47:23 the aircraft passed
FL245. Ten seconds later, the crew requested permission to proceed directly to PARDI6.
The air traffic controller instructed MI 185 to standby, to continue flying directly to
Palembang and to report when reaching FL350. At 08:53:17, MI 185 reported reaching
FL350. Subsequently, the controller cleared MI 185 to proceed directly to PARDI and to
report when abeam Palembang.
At 09:05:15.6, the cockpit voice recorder (CVR) ceased recording. According to the
Jakarta ATC transcript, at 09:10:18 the controller informed MI 185 that it was abeam
Palembang. The controller instructed the aircraft to maintain FL350 and to contact
Singapore Control when at PARDI. The crew acknowledged this call at 09:10:26. There
were no further voice transmissions from MI 185. The last readable data from the flight
data recorder (FDR) was at 09:11:27.4. Jakarta ATC radar recording showed that MI
185 was still at FL350 at 09:12:09. The next radar return, eight seconds later, indicated
that MI 185 was 400 feet below FL350 and a rapid descent followed. The last recorded
radar data at 09:12:41 showed the aircraft at FL195. The empennage of the aircraft
subsequently broke up in flight and the aircraft crashed into the Musi River delta, about
28 kilometres north east of Palembang. The accident occurred in daylight and in good
weather condition.
The route map and the crash site are depicted in Figures 1.a to c. The sequence of events
is shown schematically in Figure 2.
5 Coordinates (02.52.7S, 104.39.2E)
6 Air Traffic Control reporting point (00.34.0S, 104.13.0E) north of Palembang in the Jakarta FIR near
the boundary with the Singapore FIR. At PARDI, flights are transferred over to Singapore ATC
N-14
Section 1.1 in the NTSC’s draft Final Report does not present all factual
information necessary to portray a more complete picture of the flight
crewmembers’ interaction in the cockpit shortly after departure from Jakarta. It is
strongly suggested that this section be revised to include information from the HPG
Final report (dated June 8, 2000), which provides a time history of the captain’s
movements in the cockpit in relation to the time that the CVR stopped recording.
Once this history is established, it provides a basis for analyzing the stoppage of the
CVR and, possibly, the DFDR. The following text should be inserted immediately
before the sentence, "At 09:05:15.6, the cockpit voice recorder (CVR) ceased
recording":
At 0904:55, the PIC said “go back for a while, finish your plate.”
The co-pilot responded “I am.” A series of metallic snaps started
immediately prior to 0905:00, when the PIC said “some water.”
The co-pilot replied “no thanks.”
Further, the CVR transcript in Appendix A is not a complete factual record
of CVR recording that was transcribed by the CVR group. Appendix A does not
include the conversation that took place during preflight activities or the
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本文链接地址：
NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(53)
