(G.A.F Chief Test Pilot) S G Pearce was able to briefly peruse the document and it was evident that it contained a number of inaccuracies with regard to aircraft operation which deviated from the Flight Mamal to the extent that optimum performance would not be achieved in operations.
Kota Kinabalu: The report also suggested the likely crash sequence where it stated that on the basis of the available evidence it is apparent that Ghandi made a flapless take-off, climb to cruising level, cruise and initial descent towards the downwind leg all without incident.
(Data which was made readily available by telephone from the Senior Designer, Aerodynamics, confirmed that at the envisaged loading, the pilot would not encounter any control problems whilst the flaps remained retracted).
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“In view of the fact that Ghandi joined the downwind leg at relatively high altitude, and with other aircraft in the pattern – there was a Cessna 421 ahead and a Boeing 737 behind, he probably elected to reduce power to flight idle, lower the undercarriage and 20° flap on the downwind leg in order to lose height more quickly.
With a CG in the order of 437445% and flight idle power, the control column would be just clear of the forward atop at the recommended initial approach speed of 86 Kts.
“When lined up on finals and still too high, he probably elected to select landing flap.
During this phase, the control column would have reached the forward step and at this point he probably took his right hand off the flap to get two hands on the stick in an attempt to put more effort into pushing the stick forward to counter the nose up pitching moment. (Captain Ghandi was of small stature and probably had difficulty reaching the fully forward position with the stick).
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“In view of Ghandi’s reported difficulties with aircraft emergencies, his sub-standard flying ability and his self-confessed illness, it is doubtful if he realised what the problems were and in losing control of the aircraft was unable to appreciate the situation sufficiently in order to regain control,” said the report.
The report also said the investigations revealed not only a singularly poor operation by Sabah Air, but also a failure on the part of the CAD to completely fulfil their obligations as the local certificating authority.
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“In the subsequent paragraphs of this section, this information is detailed as relevant to the accident because as will clearly be seen, an accident was bound to happen sooner or later.
“Sabah Air had submitted, as required, to CAD the draft of an Operations Manual some time towards the end of 1975.
It was never approved by CAD and in this regard, Sabah Air were operating illegally.
(G.A.F Chief Test Pilot) S G Pearce was able to briefly peruse the document and it was evident that it contained a number of inaccuracies with regard to aircraft operation which deviated from the Flight Mamal to the extent that optimum performance would not be achieved in operations.
“We requested that the CAD forward the Sabah Air Operations Manual to G.A.F. for perusal and comment prior to its approval, particularly because of the lack of expertise and knowledge of Nomad in the CAD. (Accident Investigation Team member) Mr. R Williams was firmly of the opinion that this was the right thing to do,” it said.
The Daily Express’ award winning team of journalists presents ‘Double Six: The Untold Stories’, a documentary on the plane crash in Sabah (East Malaysia) killing the newly-elected Chief Minister of Sabah Tun Mohd Fuad Stephens, four state ministers and six others on June 6th, 1976. After 46 years the findings of the crash also known to many as The Double Six Tragedy have not been disclosed. Note: This series unravels information not previously available to the public, but does not in any way attribute blame for the crash on any party.
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