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Printed page iv. PDF page 6.
..............................................................................................87 1.16.1 Installation Test AOA Sensor with Known Bias....................................87 1.16.2 Observation to the Xtra Aerospace ........................................................89 1.16.3 Engineering Simulator..............Open final report at PDF page 6Aircraft Accident Investigation Report KNKT.18.10.33.04
Printed page xviii. PDF page 20.
was replaced in Denpasar on 28 October 2018. The installed left AOA sensor had a 21� bias which was undetected during the installation test in Denpasar. The erroneous AOA resulted in different indications during the flight from Denpasar to Jakarta,Open final report at PDF page 20Aircraft Accident Investigation Report KNKT.18.10.33.04
Printed page 87. PDF page 89.
empennage and wings exclusion. Tests and Research Installation Test AOA Sensor with Known Bias On 15 November 2018, with approval from KNKT and under direction and supervision of the NTSB, Boeing and the NTSB conducted an installation test of anOpen final report at PDF page 89Aircraft Accident Investigation Report KNKT.18.10.33.04
Printed page 88. PDF page 90.
sensor vane at maximum lower stop (- 100� � 5�) 2. Test of the AOA sensor with known bias. The SMYD was set up to show the value of vane position angle measured by the left AOA sensor. Test ProcessOpen final report at PDF page 90Aircraft Accident Investigation Report KNKT.18.10.33.04
Printed page 89. PDF page 91.
installation test indicated that the left AOA sensor met the AMM requirements. 2. With the biased AOA sensor, the test found that the vane angle values exceed the limits as follows: a. When the vane was at its zero position,Open final report at PDF page 91Aircraft Accident Investigation Report KNKT.18.10.33.04
Printed page 90. PDF page 92.
vane-slinger-shaft replacement, a procedure was developed to determine if a 25-degree bias could inadvertently be introduced into both resolvers of an AOA 0861FL1 sensor if calibrated and tested using the Peak API in relative mode. 25� was an arbitrary non-zeroOpen final report at PDF page 92Aircraft Accident Investigation Report KNKT.18.10.33.04