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pieces that easily identified were those pieces containing the SilkAir logo and lettering,
and those pieces from areas around the door frames. Various other fuselage parts that
were identified included parts of the doors and door operating mechanisms, pieces of
floor beams, seat tracks, floor and interior panels. It was very difficult to identify the
positions of these parts within the aircraft because of the severe fragmentation of the
structure.
Not all of the passenger oxygen generators were recovered. Examination of the recovered
oxygen generators revealed no evidence of activation.
A maintenance document showed that a fuselage patch repair was carried out on the
aircraft on 28 April 1997. The repair was carried out by SIA Engineering Company in
accordance with the Boeing 737 Structural Repair Manual 53-00-01, [References 6 and
7].
The patch repair was just above the floor level and forward of the left hand aft passenger
door between station 867 and station 907 and between stringer 14L and stringer 17L. The
entire patch was found intact and was still attached to the surrounding skin, see Figure 9.
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Most of the aft pressure bulkhead ring chord (about 80 per cent) was identified. Fifty of
the 53 main stringer fitting locations were accounted for. About 15-20 per cent of the
bulkhead web was identified. It should be noted that the web pieces are thin (about 0.8
mm) and they could have been swept away by the river current.
1.12.1.3 Empennage
The purpose of reconstructing and examining portions of the empennage was to attempt
to understand the mode of failure and the structural integrity of the flight controls at the
empennage area.
A wooden structure was constructed to mount parts of the horizontal stabilizer and
elevators in their respective positions. The reconstruction facilitated documentation of the
wreckage and the deformation of the pieces that had separated in-flight. The
reconstruction work was done in a hangar in Curug near Jakarta, in March 1998. The
reconstructed empennage is shown in Figure 11.
The reconstructed tail plane was examined for evidence of an in-flight fire or explosion.
No such evidence was found or observed. However, fractures that were examined
exhibited overload characteristics. It is not known how many of the reversed loading
cycles were experienced by the structure prior to failure and separation of the outboard
stabilizer sections. The damage and deformations of the major fracture surfaces were
consistent with a rapid weakening structure from a number of excessive reverse loadings,
[Reference 5].
Two major pieces of the right hand horizontal stabilizer were found on land. These two
pieces were sections from the tip to approximately stabilizer station 249 and from station
249 to 166 (as measured along the chord-wise breaks). A portion of the leading edge
section of the horizontal stabilizer was observed to have some fasteners missing. Two nut
plates which had missing fasteners were removed and examined at the Bandung Institute
of Technology, Bandung, Indonesia. The test results showed that the fasteners were
attached at impact, [Reference 8].
The left hand horizontal stabilizer piece found on land was from the tip to stabilizer
station 221 (as measured along the inter-spar break; the rear spar extended inboard to the
next rib at station 212).
Several pieces of the elevators (right and left hand side) and control tabs were also found
on land.
1.12.1.4 Horizontal Tailplane
Left hand horizontal stabilizer (Figure 10.b) - No impact marks were found or observed
on the leading edge of this section. Both the front spar (upper and lower chords) and the
rear spar upper chord were bent up near their fracture locations. The lower chord fracture
was indicative of tensile failure but little deformation was observed. The rear spar web
was crushed upward near the fracture location. The upper skin near the fracture was bent
up. The upper skin of the leading edge and the interspar areas exhibited wrinkles. The
rear spar web of the outboard left hand horizontal stabilizer section contained diagonal
tension wrinkles, distortions and paint failures at several locations similar to the right
hand horizontal stabilizer outboard sections. As on the right hand horizontal stabilizer, the
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damage observed on the outboard left hand horizontal stabilizer section was consistent
with high vertical and torsional loading. It is noted that the right hand horizontal stabilizer
was severely deformed in the same approximate location as the left-hand horizontal
stabilizer chord-wise break near station 221. The stabilizer front spar outboard of station
221 is a solid web, but inboard of this location, the front spar contains flanged lightening
　
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