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outlining his concerns and he would then consider
whether to send him a "thank you" letter. The Flight
Operations Manager did not receive a letter from the
PIC outlining his concerns.
N-28
Finally, information in Appendix I regarding certain events in the captain’s
professional history that occurred before August 19, 1997, is noticeably
condensed when compared to the discussion of the same events in the HPG
report (version 6.0). Some of these events were addressed and acknowledged
publicly by SilkAir following the AAIC interim report that was released in
August 1999. Although this information may have been pared down for the sake
of brevity, the NTSC should provide more information about the March 3, 1997,
Manado event and the June 4, 1997, CVR circuit breaker event and the
associated inquiries and appeals.
NTSC’S COMMENTS:
All group reports have been analysed and integrated into the
final report. Specific details such as those stated above
were not deemed necessary for inclusion in the final report.
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.
PricewaterhouseCoopers was appointed by the NTSC to conduct an independent review
of the preliminary findings of the NTSC's Human Factors Group concerning the financial
background of the PIC. PricewaterhouseCoopers was not involved in the investigation
itself. Based on the review, PricewaterhouseCoopers made certain recommendations to
the NTSC in order for the NTSC to refine its findings.
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, where the value and the volume of the
trading increased significantly every year. 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 due to the non-settlement of his debt, i.e. from 15 April to 15
August 1997 and again from 4 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 flight.
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.
N-29
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
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.
The HPG’s examination and evaluation of the captain’s and first officer’s
overall financial status was understood to be sensitive and confidential for the
purpose of publication, and the NTSC’s decision not to present the actual financial
numbers in the report is respected. However, this section’s brevity is of concern
because it does not present the totality of information evaluated and analyzed by the
HPG.
All of the participants in the HPG (representing Indonesia, Singapore, the
United States and Australia) were involved with almost every aspect of the factgathering
process regarding the captain’s financial status, which spanned a period
of more than 8 years before the accident. The HPG evaluated this aspect of the
captain’s life and in July 1999, determined through consensus of all members that at
the time of the accident, the captain was experiencing significant financial
difficulties (conclusion 14 in the HPG report version 6.0) The NTSC contracted
Price-Waterhouse-Coopers (an auditing company) to conduct an audit of financial
　
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