Originally Posted by
Capt_Tech
I would consider a possible icing issue, stab gimbal failure, rear pressure bulkhead rupture or rudder reversion.
Originally Posted by
Capt_Tech
I would consider a possible icing issue,
ISA+18C... 11,000' 250CAS ~..... Thats a normal day in JKT, which gives a FZL around... ~FL170... The OAT at 11K is around +11C, and the 250kts adds around 18C ruffly. The swept wing of the 737 doesn't pick up much at all in almost all cases other than SCLD. Trying to get it to ice up takes effort. With convective weather, entry increases temp.
Originally Posted by
Capt_Tech
stab gimbal failure.
That will surprise the boys... and everyone else. it wouldn't give a turn, or the recorded ADSB data. if the tail fethers separated in flight, they would be found early on floating in almost all cases, and would have low levels of damage relative to the catastrophic fragmentation of a high speed impact. If bits separated in flight they should be already in plain sight.
Originally Posted by
Capt_Tech
rear pressure bulkhead rupture
dP is not large at 11,000', and so a collapse would give... floor collapse? Post THY the floor venting got better, to stop the collapse of floors in decomp, and the control cables were separated. Have to open up an IPC or AMM Ch 27 to work out where they do go on the B737, but elevator cables are duplexed. The rudder is single control run. Aileron runs go to the PCU's which are in the gear wells.
[img]https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/1760x1148/screen_shot_2021_02_10_at_10_44_28_am_31ebf9def28778ee21401e 04e2a90385828ff059.png
Originally Posted by
Capt_Tech
rudder reversion.
reversal? unlikely for the conditions needed to give the historical freeze of the inner sleeve of the valve.