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cumulus, altocumulus and cirrus clouds, except over the northern part of South Sumatra
(Singkep Island) which was covered with cumulonimbus clouds associated with
thunderstorms.
1.7.2 Weather Report over Palembang and Its Surroundings
Weather observations received from weather stations around the area of the accident were
as follows:
Station Type of cloud Weather Temp/Dew point
Palembang CuSc/Ac/Ci Nil 30 / 25
Pangkal Pinang CuSc/AcAs/Ci Nil 29 / 25
Rengat Cu/As/Ci Nil 32 / 23
Dabo Singkep Cb/Cu/As/Cs Thunderstorm 26 / 25
Jambi Cu/Ac/Ci Nil 32 / 29
1.7.3 Information on Wind Directions and Strength
The reported wind directions and strength at 09:00 over South Sumatra were as follows:
Level Direction Speed
700 hPa (10,000 feet) North-westerly 15 knots
500 hPa (19,000 feet) North-easterly 10 knots
400 hPa (25,000 feet) South-easterly 5 knots
300 hPa (31,000 feet) South-easterly 10-15 knots
250 hPa (35,000 feet) Easterly 15-20 knots
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1.7.4 Weather En-route
Weather observed and reported from other aircraft:
• The PIC of Sempati 134 from Jakarta to Batam flying at FL310 (approximately two
minutes ahead of MI 185) reported that due to weather conditions en-route he
requested to fly direct PARDI.
• The PIC of Qantas 41 from Jakarta to Singapore flying at FL410, (approximately
eight minutes behind MI 185) reported that the weather was good except for two or
three isolated thunderstorms about ten miles to the east of track near Palembang. He
also reported that no turbulence was encountered during his flight except for the last
five thousand feet of the descent into Singapore.
1.8 Aids to Navigation
Navigational aids for en-route, approach and landing (VOR/DME, NDB and ILS)
covering the route of flight from Jakarta to Singapore were operating normally at the time
of the accident. The aircraft was tracking from a point near Jakarta directly to Palembang,
then to PARDI. At PARDI, flights are transferred over to Singapore ATC
The data from the Palembang radar were transmitted to Jakarta for en route air traffic
control by Jakarta ATC. These radar data were then recorded in the Jakarta ATC facility,
[Reference 1].
1.9 Communications
Up to 09:10:26, the aircraft was communicating normally with Jakarta Control on
frequency 132.70 MHz. There was no distress call received from the crew or distress
signal received from the aircraft transponder. No emergency locator beacon transmissions
were detected near the crash site. A transcript of the communications between the aircraft
and ATC is given in Appendix C.
1.10 Aerodrome Information
The Soekarno-Hatta International Airport is located about 20 kilometres west of Jakarta
(the crash site is approximately 420 kilometres north-north-west from the Jakarta airport).
The airport has two concrete parallel runways, 07R/25L (3,360 metres) and 07L/25R
(3,600 metres), with elevation between six and nine metres.
On the day of the accident both runways were checked and found in normal condition.
The MI 185 flight took off from runway 25R using standard instrument departure
Cengkareng 2 Golf.
Security checks of passengers, baggage and cargo were conducted in accordance with the
standard procedures, [Reference 1].
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1.11 Flight Recorders
1.11.1 FDR
The aircraft was equipped with a Sunstrand Data Corporation Universal Flight Data
Recorder. The aircraft was fitted with a Teledyne common box Digital Flight Data
Acquisition Unit (DFDAU). The DFDAU formats 296 parameters into a 64 words per
second serial data stream, which is routed to the FDR.
The FDR module was recovered by divers on 24 December 1997. The FDR’s underwater
locator beacon (ULB) was found detached from the FDR at the accident site. Two of the
enclosure’s four retaining bolts were broken. The enclosure was partially opened (Figure
4.a). The partial opening exposed the tape between the two tape reels, near the write and
erase heads, see Figure 4.b and c.
The FDR module was first cleaned and then packed in a container filled with clean water
(to prevent the tape medium from drying out and becoming brittle). It was hand-carried
to the United States National Transportation Safety Board (NTSB) HQ read-out facilities
in Washington DC, USA3. The readout was accomplished by a play back hardware using
a Replay and Presentation System software (RAPS) developed by the Canadian
Transportation Safety Board, [Reference 2].
The data on the FDR tape was able to be read except from the short length of the exposed
tape mentioned above. By examining the physical position of the tape as it was found
when the casing was opened, it was determined that approximately 8 cm (3.15 inches) of
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NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(7)
