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thrust; Fuel Shut
off Lever in run
position
Idle/minimum fuel
flow
N/A Follows
Command input
Last commanded
position
N/A Thrust Control
rack apparently
pulled out by
impact forces
(missing)
40 LE Flap Act - 0271 Extended 1.84" Retracted Extend = Flap
Down
No Locking
Mechanism
Retracted Slightly Extended Marks in bottom
of bore near
retract position
41 LE Flap Act - 0745 Retracted Retracted Extend = Flap
Down
No Locking
Mechanism
Retracted Retracted
42 LE Flap Act - 0095 Retracted Retracted Extend = Flap
Down
No Locking
Mechanism
Retracted Retracted
43 LE Slat Act - YL768 #1 Fully retracted Retracted Retracted Lock stud, no
damage, 1 finger
broken
Retracted Slats retracted
E-8
No. Actuator/Part Name Measured
Position
Nominal/
Neutral
Position
Actuator
Extend or
Retract
Direction
Electrical,
Hidraulic,
Mechanical
control input
Engaged or
Disengaged
Expected
Unpowered
State
Equivalent
Surface
Position
Remarks
44 LE Slat Act - YL509 Inner Piston
Extended .5"
Retracted Retracted No damage to
fingers, Lock stud
deformed
Retracted Slats retracted
45 LE Slat Act - B-401 #2 Fully retracted Retracted Retracted Not torn down Retracted Slats retracted
46 LE Slat Act - B-401 #1 Fully retracted Retracted Retracted Lock stud, fingers
intact
Retracted Slats retracted
47 LE Slat Act - YL689 Fully retracted Retracted Retracted Lock stud, fingers
intact
Retracted Slats retracted
48 LE Slat Act - YL768 #2 Fully retracted Retracted Retracted Lock stud, fingers
intact
Retracted Slats retracted
Appendix F
Letters from AlliedSignal
F-1
F-2
F-3
F-4
F-5
F-6
F-7
F-8
Follow-up Explanation
From
Greg Francois
June 23, 2000
I had told the professor that from the information that
was provided to us, there was no evidence on the SSCVR
recording itself that the breaker had been pulled. I
explained the way that the SSCVR worked (with the
capacitive “battery”), such that the SSCVR recorder would
STILL record (to the Crash Survivable Memory) after power
had been removed for a minimum of 200 milliseconds. I
said that there would then have been plenty of time for
the audio indication (if any) from the CVR breaker to be
recorded by the SSCVR (I had personally done this in
demonstrations and ground tests).
There was no evidence on the recording itself. The only
reason I know this is that the team came to Redmond (I
know someone from the NTSB was there, but I can’t remember
who) and we did play back the recording and listened to
the last portion (and even captured the last few hundred
milliseconds of the recording on an oscilloscope). There
was no indication of any change whatsoever in cockpit
audio signal (no sound of the breaker, no muffling of the
area microphone, no change in the audio waveform, etc.).
What I did tell the Professor was that there should be a
TEST conducted to attempt to duplicate the cockpit
conditions and verify if the pulling of the breaker (the
audio indication that is) could or could not be heard. It
was my understanding that a test was conducted by Boeing,
but I never heard the results.
What I think I also said was that the most probable cause
of the recorder going off was indeed power being removed.
I think that I may have also said that another way to
remove power to the recorder (other than pulling the
breaker in the cockpit) was to cut the power wire (I’m
pretty sure that this was also testing) or pull the
recorder out of the mounting tray.
Sorry that this is causing so much trouble. I just knew
that the area microphone used on the SSCVR was pretty
sensitive (especially within a few feet) and that the
breaker wasn't too far away from it (on the overheard
F-9
panel) and that I would have THOUGHT that if the breaker
had been pulled, an AUDIO indication on the SSCVR
recording itself would have been likely and that this
should be verified (or refuted) by actual testing (ground
and flight tests), which again I believe were conducted.
F-10
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Appendix G
Results of Flight Simulation Exercises
G-1
G-2
1. First Simulation Test
This simulation test was conducted on 23 January 1998 at Boeing M-Cab engineering
flight simulator, Seattle - USA. The M-Cab is a full motion, multi-purpose flight
　
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本文鏈接地址：NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(42)