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four divisions are Flight Operations, Commercial, Finance, and Engineering. The
majority of SilkAir’s senior managers are seconded from SIA5. Decisions such as
flight operations policies, personnel training and disciplinary matters are managed at
divisional level. Each divisional manager is responsible for management within the
division and coordination with other divisional managers. The divisional managers
report to the General Manager, who reports to the SilkAir Board.
• The Fleet Manager B737 and the Fleet Manager F70 reported directly to the Flight
Operations Manager. There were approximately 60 pilots and 150 cabin crew in the
airline. Pilots were not represented by a labor union.
• SIA Flight Operations provides advice on issues such as policy, training and
discipline. SilkAir management followed SIA procedures for the selection of pilots.
Before 1997, SilkAir depended on SIA for recruitment, screening, and selection
efforts. Ab initio pilots were interviewed and given assessments such as psychological
(aptitude) test. RSAF and airline pilots who have flying experience were required to
be interviewed only.
• Managers in Flight Operations administer promotion practices. Criteria for promotion
to be a commander include performance, personal conduct, seniority, potential
command ability and total time of 4,400 flying hours. Criteria for promotion to be a
Line Instructor Pilot (LIP) include a minimum of 12 months in command,
instructional skills and management potential. Criteria for promotion to be an
Instructor Pilot (IP) include 12 months as a LIP and ability to function as a flight
examiner. For expatriate pilots, IP is the highest management pilot position available.
5 This sentence has been modified according to the suggestion in Appendix M.
23
• Disciplinary processes were decentralized at SilkAir. There were two levels of
disciplinary inquiries. The first was the Divisional Inquiry and it involved only
management personnel from the work unit. The second was the Company Inquiry,
which was conducted if the employee appealed against the outcome of the Divisional
Inquiry. In a Company Inquiry, managers from the other divisions are included to
form the inquiry panel. As SilkAir is a small organization, it is natural that
disciplinary inquiries are rare6. SilkAir reported that pilots had only been involved in
two previous inquiries: a Captain was demoted to First Officer for 2 years following
an improper interaction with a stewardess; an IP was demoted following an incident
involving a rejected takeoff.
1.18 Other Information
1.18.1 Air Traffic Control
The Jakarta Air Traffic Control was responsible for the control of the MI 185 flight from
Jakarta to PARDI, a reporting point at the boundary of Jakarta FIR and Singapore FIR.
The filed flight plan route was via ATS route G579. Actual route flown after departure
was based on radar control. The Air Traffic Control Services provided by Soekarno-Hatta
Clearance Delivery, Ground Control, Tower and Jakarta Approach were normal.
The ATC transcript reveals that at 08:47:23 MI 185 contacted Jakarta Control and
reported climbing to FL350 and requesting direct PARDI. MI 185 was instructed to
standby and to report reaching FL350, which was acknowledged by the aircraft. At
08:53:17 MI 185 reported maintaining FL350 and was cleared to fly direct to PARDI and
to report abeam Palembang. At 09:10:18 Jakarta Control informed MI 185 of its position
just passing abeam Palembang, and instructed MI 185 to contact Singapore on frequency
134.4 MHz at PARDI. MI 185 acknowledged the message. This was the last
communication between Jakarta Control and MI 185. At 09:35:54 Jakarta Control
requested GA 238 to relay a message to MI 185 to contact Singapore ATC on 134.4
MHz. The aircraft was never in contact with Singapore ATC (Appendix C).
1.18.2 Radar Surveillance
1.18.2.1 Radar Facilities.
There were two radar displaying systems in operation at the Jakarta ATC Center with data
and information derived from six remote secondary surveillance radar (SSR) facilities
located at Soekarno-Hatta (Jakarta), Halim Perdana Kusumah (Jakarta), Semarang,
Palembang, Pontianak and Natuna island.
The two systems are:
1. The Thomson CSF AIRCAT 500 as primary system used by the ATC which had
been in operation since 1985 with inputs from 5 (five) SSR (less Natuna Island).
The AIRCAT 500 was capable of replaying displayed data but had no recording
capability. Being in operation for 12 years the general condition and performance
of the AIRCAT 500 was on a decline.
6 This sentence has been modified as suggested by Appendix M.
24
2. The Hughes GUARDIAN System (later known as Raytheon GUARDIAN
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本文链接地址：
NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(18)
