曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

known values
xii
Kinematics A process involving fitting curves through available FDR data
(such as heading, pitch and roll), obtaining flight control time
history rates from these curves, and obtaining accelerations from
these accelerations using Newton's laws.
Knot A velocity of one nautical mile per hour.
M-CAB A Boeing multi-cabin flight simulator that can be modified to
simulate a variety of aircraft models and scenarios. It is an
engineering simulator that is capable of simulating events that are
outside of normal flight regimes, but it is not used for flight
training.
NG Boeing's next generation 737 series, designated as the 737-600, -
700, -800, and -900 models
Overtravel The ability of a device to move beyond its normal operating
position or range.
Pitch control The function that is performed by the elevator by moving the
control column forward or aft, which raises or lowers the nose of
the airplane
Power control
unit (PCU)
A hydraulically powered device that moves a control surface, such
as a rudder, elevator, and aileron
Roll Rotation of an airplane about its longitudinal axis
Roll control The function that is performed by the ailerons and flight spoilers by
moving the control wheel to the right or the left.
Rudder An aerodynamic vertical control surface that is used to make the
airplane yaw, or rotate, about its vertical axis
Reverse rudder
response
A rudder surface movement that is opposite to the one commanded
Rudder hardover The sustained deflection of a rudder at its full (blowdown) travel
position
Rudder trim A system that allows pilots to command a steady rudder input
without maintaining foot pressure on the rudder pedals. It can be
used to compensate for the large yawing moments generated by
asymmetric thrust in an engine-out situation
Sideload The effect of lateral acceleration, typical the result of sideslip or
yaw acceleration
Sideslip The lateral angle between the longitudinal axis of the airplane and
the direction of motion (flight path or relative wind). It is normally
produced by rudder forces, yawing motion resulting from
asymmetrical thrust, or lateral gusts
Slat An aerodynamic surface located on an airplane wing's leading edge
that may be extended to provide additional lift
Spoiler A device located on an airplane wing's upper surface that may be
activated to provide increased drag and decreased lift
Yaw Rotation of an airplane about its vertical axis
Yaw control The function that is normally performed by the rudder by pilot
input or yaw damper input, also known as directional control
Yaw damper (in
the 737 main
rudder PCU)
A system composed of the yaw damper control switch and a yaw
damper coupler, that automatically corrects for yaw motion.
1
1 FACTUAL INFORMATION
1.1 History of Flight
Synopsis
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 Palembang1. At 08:47:23 the aircraft passed FL245.
Ten seconds later, the crew requested permission to proceed directly to PARDI2. 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
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(5)