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The PIC’s financial history was investigated for the period from 1990-1997. Based on the
data available to the NTSC it was noted that the PIC’s accumulated losses in share
trading increased between 1993 and 1997 and his trading activity was stopped on two
occasions due to non-settlement of his share trading debt. The data available also
showed that his loans and debts were greater than his realizable assets and his monthly
income (including his immediate family’s income) was less (about 6%) than his estimated
monthly expenses at the time of the accident.
2.14.4 Recent Behaviour
The PIC’s recent behaviour was analysed from statements made by family members,
friends and peers during interviews. The PIC’s family reported no recent changes in his
behaviour. 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.
2.14.5 Insurance
Based on the data available, it was found that at the time of the accident, the PIC had a
number of life insurance policies. The majority of these were taken up earlier in his life.
The most recent policy was a mortgage policy which was required by the financial
institution from which he took the loan for his house in line with normal practice for
property purchases in Singapore. The PIC applied for the mortgage policy on 27
November 1997. The insurance company approved the policy on 12 December 1997
pending payment of the first premium. The PIC submitted a cheque dated 16 December
1997 for the first premium payment. 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. From the data
available to the NTSC there was no evidence to indicate if this mortgage policy has any
relevance to the accident.
NTSC concluded that the combination of financial situation and his work related events
could be stressors on the PIC. However, NTSC could not determine the magnitude of
these stressors and its impact on the PIC’s behavior.
N-51
The deficiencies, inaccuracies, and omissions of relevant information
pertaining to the captain’s and first officer’s personal, career, and financial
backgrounds have been previously discussed. It is imperative that complete and
accurate factual information be presented for analysis so that a proper and
thorough analysis can be accomplished. The factual information suggested for
inclusion will serve as the basis for revising the analytical discussion and conclusions
of the human factors issues in this section.
Finally, it should be noted in this section that the captain had been told that
the insurance policy would go into effect upon receipt of the first premium payment.
NTSC’S COMMENTS:
NTSC notes that the above details about the crew’s personal
background, the PIC’s professional background in RSAF and
SilkAir and financial background information and the crew’s
recent behaviour which are proposed to be included in the
final report are taken from the HPG Report version 6.0. As
explained earlier, the HPG Report version 6.0 was overtaken
by information from the PricewaterhouseCoopers Audit.
Relevant information from the HPG Report version 6.0 which
had or might have a bearing on the accident were integrated
into the final report. Whatever had no bearing was not
included.
In accordance with 5.12 of Annex 13 to the Convention on
International Civil Aviation, private information regarding
persons involved in the accident shall be included in the
final report or its appendices only where pertinent to the
analysis of the accident. Parts of the private information
not relevant to the analysis shall not be included.
N-52
3. CONCLUSIONS
3.1 Findings
Engineering and Systems
• There was no evidence found of in-flight fire or explosion.
• From flutter analysis and wreckage distribution study, the empennage break-up
could have occurred in the range between 5,000 and 12,000 feet altitude.
• Examination of engine wreckage indicated that the conditions of the engines at
impact were not inconsistent with high engine rotation speed. No indications were
found of in-flight high energy uncontained engine failures. Therefore, the engines
were considered to be not a factor contributing to the accident.
• Examination of the actuators of flight and ground spoilers, trailing and leading edge
flaps, as well as engine thrust reversers indicate retracted or stowed positions of the
respective systems.
• Examination of the main rudder power control unit (including the servo-valve), the
　
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