曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
The captain was selected for B737 command training on October 22,
1995,8 and commenced training for this position on January 22, 1996.
This training included both simulator and line training, with the
simulator training consisting of five line-oriented flight training
(LOFT) sessions. The captain signed a 3-year bond agreement with
SilkAir for the training. He was appointed to captain on January 26,
1996, and confirmed (after probation) in that position on July 27,
1996.
In March 1997, three management pilots in SilkAir9 met to discuss the
captain’s suitability for a line instructor pilot (LIP) position.10
Although the captain met the minimum requirements for the position,
the managers initially had reservations about the captain’s suitability
as they thought he may have been too reserved, regimented, or strict.
After interviewing the captain, they selected him for the position and
he completed the required training between April 30, and May 9,
1997. He also conducted line operations as a LIP between May 10 and
June 13, 1997. There were no problems reported concerning the
captain’s LIP performance.
During his career at SilkAir, the captain received training in unusual
attitudes, flight control malfunctions, and flight instrument malfunctions
on several occasions. No significant problems were noted regarding the
captain’s abilities to accomplish this training. During his last training
session in these areas (February 17 to 18, 1997), his performance was
rated as “sound.” In May 1997, the captain participated in the Aircrew
Resource Management course conducted within SIA for aircrews.
8 Pilots are not eligible for command selection in SilkAir before they have served 3 years in the
company, flown a total of 4,400 hours, and completed 300 sectors as pilot flying.
9 These management pilots were the Flight Operations Manager, B737 Fleet Manager, and the F-70
Fleet Manager. The B737 fleet manager was the PIC’s immediate supervisor.
10 In SilkAir, a captain is eligible to be considered for an LIP position after serving as a captain for 1
year. In addition to regular duties as commander, LIPs at SilkAir give instruction and guidance to
command candidates or first officers in the final stages of their training. At SilkAir, the LIP position
was considered a requirement for further promotion to instructor pilot or into management. The
position also gave a pilot additional pay of S$750 monthly.
N-25
During 1992 to 1996, the captain was not involved in any known
operational incidents. However, he was involved in three nonoperational
incidents that SilkAir management described as minor
and as having no effect on the captain’s chances of career progression.
These events involved missing a security briefing, forgetting his
passport for an international flight, and attempting to cash a cheque
at an inappropriate facility.
Between January 1997 and the time of the accident, the captain was
involved in the following four operational events:
• On March 3, 1997, a go-around was performed on an approach
into Manado, Indonesia;
• On May 17, 1997, a flight was conducted with a dispatch
authorization for an inoperative parking brake;
• On June 24, 1997, the captain pulled, and then reset, the CVR
circuit breaker before a flight; and
• On November 20, 1997, an overweight landing occurred in
Singapore.
As a result of the CVR circuit breaker incident, the captain was
removed from his LIP position on July 3, 1997, after a Divisional
Inquiry. Although he subsequently appealed this decision, a
Company Inquiry upheld the original decision. During the accident
investigation, the HPG found through interviews with several SilkAir
personnel that the captain was upset by the events that resulted in the
loss of his LIP position. The events surrounding the four incidents are
summarized in Appendix I of the draft Final Report (Appendix H1 of
the HPG version 6.0 report).
During interviews conducted by the HPG, SilkAir instructors
reported that the captain’s transition from military fighter aircraft to
a commercial airliner was average but that his performance soon
improved with experience. He adapted quickly and generally had no
problems with any period of training. Further, SilkAir evaluates each
pilot’s operational performance every 6 months. These base checks
are performed in a simulator, and the pilot’s performance is rated in a
number of key performance areas. The captain’s performance on
almost all base checks from March 1993 to his last check on August 7,
1997, was rated as “above average.” His performance on the annual
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NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(59)
