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rudder upper balance weight and honeycomb skin pieces. These pieces were found
generally in an easterly direction from the impact site. The wreckage distribution, as
determined by a hand-held GPS (Global Positioning System) unit, is shown in Figure 7.
The right hand elevator tip was found about four kilometres to the east of the crash site.
This was the furthest location where the wreckage pieces were found. The left hand
elevator tip was found about 200 metres from the east river bank (or 700 metres from the
location of the wreckage). This was the nearest location to the crash site among the
wreckage pieces found on land. Lighter panels (composite materials) from skin of rudder
and elevators were also found on land. These were picked up by local residents and
handed over to the police and search and rescue helicopter pilots. The exact locations
where the lighter panels were originally found could not be determined.
The aircraft parts found in the river were highly fragmented and mangled on impact, see
Figure 8. As a result, all parts of the aircraft were mixed together on recovery, making
sorting and identification of the many small pieces difficult. Particular attention was paid
to finding parts of the control surfaces, actuators, electronic and avionics systems,
engines, Section 48 (rear fuselage including aft pressure bulkhead) and the empennage
(see Figure 10). The cockpit instrumental panel and circuit breakers panel were not
recovered. The wing flaps, spoilers, ailerons, and leading edge slats and their supporting
tracks, carriages and actuation systems were also accounted for. Cabin items such as seat
structures, cushions, oxygen generators, etc. were also recovered and examined. Parts and
components recovered were contaminated, stained and showing accelerated corrosion.
River water and mud samples were taken to determine their effect on the condition of the
recovered parts and components. Following cleaning, the parts were marked with the date
and method of recovery (by diver or dredge). Where possible, parts were identified, part
numbers noted and components were laid out in groups by sub-assembly, for example,
wings, landing gears, etc. Empennage parts were laid out on the hangar floor in their
approximate respective positions. Reconstruction was limited due to the degree of
destruction of the aircraft.
The recovered structure and components were put in boxes and crates (to protect them
from further damage), and labeled for shipping and storage. The small miscellaneous
pieces which remained after the sorting were also placed in boxes and labeled for storage.
The total amount of wreckage recovered was about 73 % of the aircraft empty weight
(Appendix D).
After completion of the recovery operation, on 26 January 1998 the boxes of wreckage
were transported overland from Palembang to a hangar in Curug, near Jakarta, for storage
and partial empennage reconstruction.
1.12.1 Aircraft Structures
The aircraft structure debris was examined for evidence of an in-flight fire or explosion.
No such evidence was observed, [Reference 5].
9
1.12.1.1 Wings
A large portion of the wing structure, including parts of the flight control surfaces, were
recovered from the crash site and were severely fragmented. The largest piece was a wing
panel approximately two metres long. Portions of logo light housings on both wing tips
and the wing root fittings were identified. Examination showed no evidence of preexisting
corrosion or fatigue on the parts recovered.
All actuators, except one of the Krueger flap actuators, and support fittings of the leading
edge slat were recovered. The examination of the actuators indicates that the leading edge
slats and Krueger flaps were in the retracted position at impact.
The actuators, fittings, and support structure for all of the flight spoilers and all but one of
the ground spoilers were accounted for. Positions of the spoiler actuators and rods
indicate that the surfaces were retracted.
The two aileron power control units (PCUs), aileron tab rods and several pieces of aileron
hinge fittings were identified.
All of the trailing edge flap transmissions and ball screws were also identified. The
position of the ball screw trunnions indicates that the flaps were retracted.
Large fragments of the left hand and right hand landing gear beams, attachment fittings to
the wing rear spar and the landing gear actuators were recovered. The positions of the
landing gear actuators indicate that the landing gears were all in retracted position at
impact.
1.12.1.2 Fuselage
All the fuselage structure that was recovered was retrieved from the crash site in the river.
The structure of the fuselage was severely fragmented and was difficult to identify. The
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NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(9)
