曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費(fèi)者

due to the non-settlement of his debt, i.e. from 9 April to 15 August 1997 and again from
9 December 1997 until the time of the accident. On the morning of 19 December 1997,
the PIC promised the remisier to make a payment when he returned from his flight10.
The PIC had several loans and debts at the time of the accident. The PIC’s (and
immediate family’s) monthly income was calculated to be less (about 6%) than their
monthly expenditure at the time of the accident.
The probate document indicates that the PIC had a number of insurance policies which
provided benefits on the event of his death. Most of these policies were taken out many
years prior to the accident. In December 1997 he was required by the financial institution
7 This paragraph has been amended according to suggestion in Appendix M.
8 The LIP position was seen as a requirement for further promotion to instructor pilot or into management.
The position also gave a pilot additional allowance of S$ 750 monthly.
9 This paragraph has been amended according to suggestion in Appendix M.
10 Content of this paragraph has been modified according to comments in Appendix M.
26
granting the property loan to take a mortgage insurance policy. The PIC underwent
medical tests for the policy on 1 December 1997 and followed this with a formal
application of 5 December 1997. The PIC did not specify the commencement date for the
policy. On 12 December 1997 the insurance company informed the PIC that his
application was accepted pending payment of the insurance premium. A cheque dated 16
December 1997 was sent to the insurance company by the PIC being payment for the
premium. The commencement or the inception date of the policy was set by the insurance
company to be 19 December 1997. This information was not conveyed to the PIC. The
cheque was cleared on 22 December 1997.
An independent review of the NTSC’s findings concerning the financial background of
the PIC was undertaken by PricewaterhouseCoopers. Based on the review,
PricewaterhouseCoopers made certain recommendations to the NTSC in order for the
NTSC to refine its findings. (Note: PricewaterhouseCoopers was not a party to the
investigation, but was engaged by the NTSC for this specific task).
1.18.3.4 Recent Behaviour
The PIC’s family reported that events and activities were normal in the days before the
accident. The PIC was reported to have slept and eaten normally. There were no reported
changes in his recent behaviour. He was organizing his father’s birthday party that was
planned for 21 December 1997. No medical problems were reported or noted by airline’s
appointed medical clinics.
Work associates who observed the PIC on the day of the accident and on his most recent
flights, reported nothing odd or unusual in his behaviour.
1.18.4 F/O’s Background and Training
The F/O studied aviation at Massey University, New Zealand, between 1992 and 1993
and earned a Diploma of Aviation. As a part of this course, he acquired a Commercial
Pilot Licence. He accumulated about 185 flying hours on light aircraft during this period.
The F/O was selected for an internship programme with Garuda Indonesia airline. He
then completed a B737 type rating in Melbourne, Australia. Based in Jakarta, he worked
as an F/O for Garuda Indonesia between April 1994 and April 1996. He completed 1,309
flying hours on the B737 aircraft during this period. There were no reported operational
events or problems in the F/O’s career at Garuda Indonesia. The F/O left the airline at the
end of his internship.
1.18.4.1 Professional Background with SilkAir
The F/O joined SilkAir on 19 September 1996. He attended B737 re-qualification training
from 22 to 26 October 1996. During the base check on 26 October 1996, his performance
was rated “above average” and he was cleared for line training, which he completed on 13
November 1996. No problems were noted during his training.
The F/O underwent two further base checks on 3 March and 15 September 1997. On both
occasions his performance was rated as “above average”. He completed a line check on
10 October 1997, and no problems were noted.
27
During his career in SilkAir, the F/O was not reported to be involved in any operational
events. During the investigation, other SilkAir pilots described him as an above average
pilot with very good handling skills. It was reported that command trainees sought after
the F/O to be a support pilot during training because of his skills and good situation
awareness. He was described as someone who was professional, followed procedures, and
was willing to learn.
1.18.4.2 Financial Background Information
　
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本文鏈接地址：NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(20)