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service period. It is strongly recommended that section 1.18.3.1 be revised to include
the following information:
The captain joined the RSAF as a pilot trainee on July 14, 1975. He
obtained his “wings” (fully operational) on March 25, 1977. During
his RSAF career, the captain flew many different types military
fighter and training aircraft. He held senior flying and instructing
positions and reached the rank of captain (military) in 1980 and was
promoted to the rank of major in 1989. The captain became a
member of the RSAF Black Knights in 1990 [not 1970s as stated in the
NTSC draft Final Report].
NTSC’S COMMENTS:
Factually correct however it is felt that there is no need
to include such specific details in the final report.
In December 1979, when five RSAF pilots (including the captain) and
four T/A-4S aircraft were temporarily stationed in the Philippines for
training, the captain experienced the first of three significant events
during his service in the military. On December 19, the captain was
forced to withdraw from a scheduled training mission because of a
mechanical problem with his aircraft. The other three aircraft
continued with the training mission and collided with terrain after
encountering bad weather in a mountainous area. All of the pilots on
N-21
board the aircraft were killed. Although the HPG investigation
obtained information about this event, it was not possible for the
group to determine the extent to which the captain had been affected
by this event.
On September 6, 1981, the captain took off in an SF 260 training
aircraft as the instructor pilot with a student pilot conducting the
flying duties. During the takeoff roll, the aircraft crashed. The
student was fatally injured. The RSAF investigation found the
circumstances of the accident were not the responsibility of the
captain.
On March 3, 1986, the T/A-4S in which the captain was acting as an
instructor pilot during a training flight experienced loss of control
because of a mechanical malfunction. Both crewmembers ejected
safely from the aircraft. The RSAF investigation found the captain
was not responsible for the event.
During HPG interviews, RSAF personnel described the captain as
being a highly skilled pilot. According to the RSAF, there were no
records of the captain receiving disciplinary action or having any
major setbacks in his career. It was also reported that the captain did
not have a history of disagreements with other personnel while
serving in the RSAF. However, several pilots who worked with the
captain at SilkAir and who were in the RSAF at the same time as the
captain reported that he had disagreements with his commander
while serving with the Black Knights. The RSAF reported that these
disagreements were related to flying maneuvers. The disagreements
were characterized as minor and were reported to have been resolved.
It was reported that the squadron was under a great deal of pressure
and that there were disagreements between many pilots.
In 1991, the captain applied to voluntarily leave the RSAF under an
early release program. The captain met the eligibility requirements
for the early release (he was 35 years old and had at least 6 years in
his immediate preceding rank), and his application was accepted
shortly thereafter.
The captain obtained a United States Federal Aviation Administration
(FAA) Commercial Pilot Certificate on November 19, 1991, and an
Airline Transport Pilot Certificate on November 26, 1991, in Benton
Kansas. He left the full-time employment of the RSAF on
February 29, 1992, at which time he had accumulated approximately
4,100 hours flying experience.
N-22
The HPG investigation found during an interview with the captain’s
wife that he separated from the RSAF because he wanted to spend
more time with his family. A person considered to be a flying
associate of the captain reported that the captain probably left the
RSAF in order to remain in a flying position because his next job
would have likely been in a nonflying capacity if he remained enlisted.
Under the early release scheme, the captain had the choice of joining
either Singapore Airlines (SIA) or SilkAir. Several SilkAir personnel
who knew the captain reported that he preferred to join SilkAir
rather than SIA because he could be promoted to a command pilot
position at SilkAir within 3 years whereas he would likely have to wait
at least 5 years to achieve the same position at SIA.
Although the captain was flying full-time for SilkAir in March 1992,
he served as a squadron pilot in the RSAF on a part-time basis from
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本文链接地址：
NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(57)
