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the exposed tape contained data of the accident flight. The data (about 6.3 seconds) were
not recovered because of damage to the exposed part of the tape.
The last recorded data that could be recovered was recorded at 09:11:27.4 (3,148.4 FDR
Sub-frame Reference Time). At this time, the aircraft was in a flight configuration
consistent with cruise flight at FL350. Based on the last recoverable data and the length of
the damage tape, it is estimated that the FDR could have been stopped recording at
09:11:33.7.
1.11.2 FDR Data Recovery
The FDR tape was re-examined at the FDR manufacturer’s facility in Redmond,
Washington, USA on 22 January 1998. Examination at the manufacturer revealed that in
several areas of the tape the magnetic oxide had separated from the Mylar backing.
Further attempts to retrieve information from the damaged portion were made by
Quantegy, the tape manufacturer in Alabama, USA (March 1998), Digital Instruments
(August 1998), the BEA - Bureau Enquétes-Accidents (December 1998) in Paris, France
and again by Quantegy (March 1999). The method applied at BEA utilized a Garnet
Microscope, while the test method used at the last attempt at Quantegy was destructive to
the tape. These efforts did not disclose any additional information, [Reference 3].
The relevant extracts from the FDR are contained in Appendix B.
3 This paragraph has been modified according to the suggestion in Appendix M
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1.11.3 CVR
An AlliedSignal Aerospace Solid State Cockpit Voice Recorder (SSCVR) with a duration
of two hours was installed in the aircraft. Two channels were recorded, one channel
dedicated to the cockpit area microphone (CAM) and the other channel recorded a
combination of three other audio sources (Captain, First Officer and Observer). The last
thirty minutes of recording contained four discrete channels of the four audio sources.
The memory module was recovered, in a relatively good condition, from the river by the
dredge on 8 January 1998. The CVR’s underwater locator beacon (ULB) was found
detached from the CVR at the accident site.
The memory module was hand carried (immersed in water) to the NTSB in Washington
DC for read out and analysis (see Figure 5.a). The memory board (Figure 5.b) was
downloaded and decompressed using AlliedSignal’s Playback and Test Station (PATS)
hardware and software. The resulting download produced an excellent quality 30 minute
4 channel recording and an excellent quality two hour, one minute and 11 seconds 2
channel recording. There were no transients or identifiable signatures associated with the
end of recording. The recording included the ground operations and takeoff from Jakarta
until the CVR stopped at 09:05:15.6, [Reference 4]. It was verified that all the available
memory had been correctly downloaded and there were no missing memory blocks,
hidden or corrupted data.
A transcript of the last portion of the CVR is given in Appendix A.
1.12 Wreckage and Impact Information
Intensive searches were carried out by air in an area stretching up to nine kilometres (five
nautical miles) to the east of the crash site. Land searches were performed in an area
stretching up to five kilometres to the east of the crash site. Most of the aircraft wreckage
was found at the crash site, concentrated in an area approximately 60 metres by 80 metres
in the Musi river, which is approximately 700 metres wide and about eight metres deep at
that location, see Figure 6.
Recovery of the wreckage was extremely difficult due to the poor visibility in the water
and the fact that a lot of the wreckage had settled and got buried in the mud at the bottom
of the river. Moreover, there was also a strong tidal current flow. Wreckage recovery
during the early phases of the recovery operation was done manually by divers from the
Indonesian and Singapore navies. The divers had to search for the wreckage by touch and
use ropes to bring it to the surface. After a two-week period, dredging was employed for
the recovery operation. A clam shell dredge systematically scoured the river bed at the
crash site down to a depth of five metres below the clay surface.
The wreckage was very fragmented. The debris was deposited on a barge for the clay to
be washed away before being transported to a hangar at Palembang Airport, for cleaning
and disinfections before sorting and identification.
8
At the end of the recovery operation, including ten days of dredging, about 73 % by
weight of the aircraft structure and system/actuator components had been recovered.
Parts of the empennage were found on land. They comprised the outboard sections of the
right hand and left hand horizontal stabilizers, sections of the elevators, elevator tabs,
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NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(8)
