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making “Recent Behaviour” section 1.18.4.4) and be identified as “1.18.4.4
Behavioral Characteristics.” The following information should be included:
During HPG interviews, the first officer was described as a quiet and
reserved person. However, it was reported that if something needed to be
said, he would say it. He was described as being mature for his age,
confident, and likeable. The HPG received no reports of any
interpersonal problems between the first officer and other pilots or other
employees at SilkAir. There were no indications that he was experiencing
any personal problems.
While at Massey University, the first officer completed a California
Personality Inventory. The results indicated that the he was welladjusted,
conservative, stable, and confident. There were no reports that
the first officer had any unusual or abnormal habits in the cockpit during
flights.
The NTSC draft Final Report should also be revised to include information
about the first officer’s medical history while at SilkAir. Specifically, the first
officer visited the airline’s preferred medical group on three occasions, and no
medical certificates were submitted requiring time off of work due to illness.
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.
N-36
Additional Comments on NTSC Factual Section
Page 15, 1.12.3.2, Flight control surface diagrams should accompany the discussion
of the spoiler actuators, leading edge flaps, etc., to facilitate the reader’s
understanding of these mechanisms.
Page 16, 1.12.3.3f, The statement, “As the actuator is of the piston type, the position
may be indicative of the last position at impact”, should be changed to read “As the
actuator is of the piston type, the position may not be indicative of the last position
at impact.” This change would make the statement consistent with a similar
statement made in section 1.12.3.3.a.
Pages 16 and 17, 1.12.3.3.g and 1.12.3.3.h, The heading for each paragraph should
be changed to read “Aileron Power Control Units and Autopilot Servos” and
“Elevator Power Control Units and Autopilot Servos” respectively.
Page 21, 1.16.4, Paragraph 3, The statement that the rudder balance weight
separation did not occur “…while the aircraft was cruising at FL350 but at a lower
altitude” is correct. However, it should be emphasized that the balance weight
separated after the airplane departed cruise flight. Thus, it is suggested that the
sentence be revised to read “The rudder balance weight did not separate while the
aircraft was in cruise flight at FL350 but at a significantly lower altitude, after the
airplane departed cruise flight.”
Page 21, 1.16.4, This section only discusses the BASI trajectory study. The NTSB
performed a “desktop” simulation that is referenced as Appendix G. The results of
this simulation should be included in this section to provide a complete picture of
the aircraft trajectory and break-up after departure from cruise flight.
Page 24, 1.18.2.3, There is no “Figure 15” as referenced in this paragraph.
NTSC’S COMMENTS:
Figure 15 is included in the final report. It was not ready
at the draft report stage.
Page 25, 1.18.3.2, Paragraph 4, It is suggested that instead of using the word “deappointed”
to describe the captain’s loss of his LIP status, the words “demoted” or
“removed” be used.
NTSC’S COMMENTS:
The word “de-appointed” is appropriate. The LIP status is
not a promotion position but an additional lateral
appointment.
N-37
2. ANALYSIS
2.1 Introduction
The following statement in section 2.1 should be clarified:
In accordance with Annex 13, a report was made to the relevant
aviation security authorities in late 1999. While the technical
investigation continued, aviation security authorities conducted a
separate investigation, which is not covered in this report.
Currently there is no support text in the factual part of the NTSC draft Final
Report that explains why the contents of the investigative report were made
available to the relevant aviation security authorities. In accordance with ICAO
Annex 13 requirements regarding suspicion or evidence that an accident was the
result of a criminal act, paragraph 5.11 states "If, in the course of an investigation it
becomes known, or it is suspected, that an act of unlawful interference was involved,
　
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