曝光臺(tái) 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

March 1, 1992, to April 30, 1993. He subsequently served in the
military reserve, as a major, in a nonflying capacity and in January
1997 was promoted to Deputy Director Air Liaison Officer in his
reserve unit.
NTSC’S COMMENTS:
The above details are deemed not relevant to the accident.
1.18.3.2 Professional Background with SilkAir
The PIC formally joined SilkAir on 1 March 1992. He was initially employed as a Cadet
pilot under a training program for pilots that did not have a Boeing 737 (B737) type
rating and had no previous airline experience.
The PIC was assigned to the Airbus A310 fleet and commenced training on 30 May 1994.
He was appointed First Officer on the aircraft on 15 August 1994. When SilkAir
discontinued A310 operations, the PIC was re-qualified on the B737 in March 1995.
The PIC was selected for B737 command training on 22 October 1995. He was appointed
Captain on 26 January 1996, and confirmed in that position on 27 July 1996.
He was selected as LIP in March 19977 and completed his training on 9 May 1997. He
performed satisfactorily thereafter in this position. On 3 July 1997, the PIC was deappointed
from his LIP position following an investigation into an operational incident
which occurred on 24 June (see Appendix I for details).
7 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.
N-23
The PIC had no problems with regard to his professional licence medical requirements.
His last licence renewal medical examination was on 2 December 1997.
Section 1.18.3.2 does not provide a complete factual record regarding the
captain’s career at SilkAir nor does the referenced Appendix I (the chronology
presented in Appendix I does not list any professional events that occurred after
August 19, 1997). The addition of a complete career chronology is necessary to
accomplish a thorough analysis of the accident. Thus, it is strongly recommended
that the NTSC include the following information (from version 6.0 of the HPG
report) in section 1.18.3.2 to present a complete chronology of the captain’s airline
history:
The captain was formally employed with SilkAir on March 1, 1992, as
a “cadet” pilot under a special training program for pilots who did
not have a Boeing 737 (B737) type rating and had no previous airline
experience. The captain signed a 7-year training bond agreement
with SilkAir (then known as Tradewinds) that required the captain to
pay the company on a prorated schedule for his training if he should
leave the employ of SilkAir for any reason.
After completing B737 ground school, the simulator checks, and base
checks, the captain was appointed as a second officer on June 26,
1992. At SilkAir, the second officer position is typically identified
with a copilot who requires a mandatory period of supervision before
promotion to first officer. It was a standard appointment for someone
with the captain’s background at the time he joined the airline. He
was appointed as a first officer for a 6-month probation period on
October 14, 1992, commenced line operations in that position, and
completed his probation period on April 14, 1993.
The captain was selected for a conversion to the Airbus 310 (A310)
fleet on April 14, 1994, and commenced training activities on May 30,
1994. He was appointed as a first officer on the aircraft on August 15,
1994. When SilkAir phased out its A310 fleet, the captain was eligible
to leave SilkAir and join SIA. However, he decided to remain with
SilkAir and subsequently completed B737 reactivation training in
March 1995.
After obtaining sufficient flight time to convert his FAA issued Airline
Transport Pilot License (ATPL) to a Singaporean license, the captain
took a written examination (Special Assessment Paper for a Foreign
License Conversion) on July 25, 1995. This examination was
administered by the United Kingdom (UK) CAA under a contract
with the Singaporean CAAS. Candidates are only given one
opportunity to take this examination for which a passing score was 75
N-24
percent. The captain initially scored 68 percent but a subsequent
rescoring elevated his score to 71 percent. On August 1, 1995, the
captain made a special appeal to the UK CAA, citing that there were
“imperfections” in the exam paper. His appeal was accepted and he
was given a passing grade. He applied for a Singapore ATPL on
October 11, 1995, and received a letter 7 days later from the SilkAir
B737 Fleet Manager congratulating him on achieving his Singapore
ATPL and 3 years of service at SilkAir.
　
中國航空網(wǎng) m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：NTSC Aircraft Accident Report SILKAIR FLIGHT MI 185 BOEING B(58)