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System) with inputs from all the above mentioned sites were in operation since 31
July 1997. It was in transition phase to replace the AIRCAT 500 to the
GUARDIAN (Appendix H). The GUARDIAN System is capable of retrieving all
recorded and displayed radar data and information.
1.18.2.2 Radar Data Output
The radar data and information recorded and displayed by the GUARDIAN system were
sent to the United States in January 1998 for examination at Hughes Raytheon ATC
laboratory at Fullerton, California. Data from Soekarno-Hatta (Jakarta) and Palembang
SSR were selected for the examination as these two radars covered the flight path of MI
185 and provided information on date, time, altitude, x/y position, x/y velocity, ground
speeds, range, azimuth and minimum visible altitude
1.18.2.3 Aircraft Flight Path Based on Radar
The radar data and information retrieved from the GUARDIAN system was further
examined and corrected, by Boeing as well as NTSB, focusing particularly on the last
twelve radar returns. Based on this final radar data, the aircraft flight path and its ground
track projection was reconstructed, see [Reference 18] and Figure 16.
1.18.3 PIC’s Background and Training
1.18.3.1 Professional Background in RSAF
The PIC joined the Republic of Singapore Air Force (RSAF) as a pilot trainee on 14 July
1975. He obtained his ‘wings’ (fully operational) on 25 March 1977. During his RSAF
career, the PIC flew many different types of fighter and training aircraft. He held senior
flying and instructing positions. He reached the rank of Captain in 1980 and was
promoted to Major in 1989. In 1990, the PIC was selected to joint the RSAF’s Black
Knights aerobatic team. In 1991, the PIC applied to leave the RSAF under a voluntary
early release scheme. The PIC met the eligibility requirements for the early release
scheme as he was 35 years old and had at least six years in his immediate preceding rank.
His application was accepted.
The PIC’s reason to leave RSAF and join SilkAir was to keep flying and to spend more
time with his family.
The PIC obtained a US Federal Aviation Administration (FAA) Commercial Pilot
Licence on 19 November 1991 and an Air Transport Pilot Licence on 26 November 1991
in Benton Kansas. He left full-time employment in the RSAF on 29 February 1992. He
had approximately 4,100 hours flying experience at that time. The PIC served as a
squadron pilot in the RSAF on a part-time basis from 1 March 1992 to 30 April 1993. He
subsequently served in the military reserve, as a Major, in a non-flying capacity. In
January 1997, the PIC was promoted to Deputy Divisional Air Liaison Officer in his
reserve unit.
25
1.18.3.2 Professional Background with SilkAir.
The PIC formally joined SilkAir on 1 March 1992. He was initially employed as a Cadet
pilot under a training program for pilots that did not have a Boeing B737 type rating and
had no previous airline experience.
The PIC was assigned to the Airbus A310 fleet and commenced training on 30 May 1994.
He was appointed First Officer on the aircraft on 15 August 1994. When SilkAir
discontinued A310 operations, the PIC was re-qualified on the B737 in March 1995.
The PIC was selected for B737 command training on 22 October 1995. He was officially
informed of his selection on 20 November 1995. He was appointed Captain on 27 January
1996, and confirmed in that position on 27 July 19967.
SilkAir wrote to the PIC on 8 April 19978 to advise him of his selection for LIP. He
completed his training on 9 May 1997. He performed satisfactorily thereafter in this
position. On 3 July 1997, SilkAir wrote to the PIC to advise him of his de-appointment as
LIP. This was subsequently revised to 28 July 1997 following a company inquiry into an
operational incident that occurred on 24 June 1997 (see Appendix I for details)9.
The PIC had no problems with regard to his professional licence medical requirements.
His last licence renewal medical examination was on 2 December 1997.
1.18.3.3 Financial Background Information
The financial background data of the PIC was gathered to determine whether financial
factors could have affected the performance of the PIC.
At the time of the accident, the PIC operated a securities trading account in Singapore.
This account was operated from June 1990 until the time of the accident. During 1990 –
1997 the PIC traded over 10 million shares, with the value and the volume of the trading
fluctuating during this period. The PIC’s accumulated total losses from share trading
increased between 1993 and 1997, with moderate gains during 1997. There was no period
of the PIC negative net worth. The PIC’s trading activities was stopped on two occasions
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NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(19)
