Aircraft Accident Brief Ntsb/aab-02/01 (Pb2002-910401): Egypt Air Flight 990, Boeing 767-366er, Su-Gap - National Transportation Safety Board Page 13
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160 7
Airplane wreckage was located in two debris fields, about 1,200 feet apart,
centered at 40° 21' north latitude and 69° 46' west longitude. The accident occurred at
night in dark lighting conditions.
PERSONNEL INFORMATION
The Safety Board reviewed the command and relief flight crew’s flight and duty
times and found no evidence that they were outside the limits established by applicable
regulations. Because the command captain and the relief first officer were identified as
being the only two crewmembers in the cockpit during the accident sequence, information
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on only these two crewmembers is included in this section.
The cabin crew comprised
10 flight attendants. In addition, several nonduty EgyptAir flight crewmembers were on
board the accident airplane.
Command Captain Information
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The command captain, age 57, was hired by United Arab Airlines
on July 13,
1963. He held an Egyptian airline transport pilot certificate with Boeing 707, 737-200, and
767-200 and -300 type ratings. The command captain’s most recent medical certificate
was issued on October 21, 1999, and he was found to be medically fit to fly with glasses in
accordance with the standards specified in ECAR Part 67, “Medical Standards and
Certification.” According to his family, the command captain had suffered from chronic
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back problems but was addressing them and had no recent changes in his health.
The command captain’s most recent proficiency check was satisfactorily
completed on March 9, 1999, and his most recent recurrent training was satisfactorily
completed on August 14, 1999. According to EgyptAir records, at the time of the accident,
the command captain had flown approximately 14,384 total flight hours, including
6,356 hours in the 767. The Safety Board’s review of EgyptAir training records for the
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According to participants in the Cockpit Voice Recorder Group (which included several
Arabic/English speakers), occasionally the direct translation of Arabic words into English resulted in
awkward or seemingly inappropriate phrases. Throughout the CVR transcript, the Cockpit Voice Recorder
Group provided as direct a translation as possible; however, it did not attempt to interpret or analyze the
words or the intent of the speaker.
22
Surveillance radars fall into two categories: primary (also known as “search”) and secondary (also
known as “beacon”). Secondary radar broadcasts an interrogation signal to which equipment on board an
airplane automatically responds by transmitting information to the ground-based site for processing and
display. Secondary radar returns contain an identification code and altitude data. Primary radar broadcasts
radio waves and detects the reflections of the waves off objects (including airplanes). Primary radar
reflections do not contain any unique identification information. (For additional information, see the Aircraft
Performance Group Chairman’s Aircraft Performance Study.)
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For more detailed information regarding the background and recent activities of all EgyptAir
flight 990 crewmembers, see the Operational Factors Group Chairman’s Factual Report and its addendum
and the Human Performance Group Chairman’s Factual Report and its addendum.
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In 1971, United Arab Airlines was renamed EgyptAir.
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There was no mention of treatment for chronic back problems in the captain’s records at EgyptAir.
NTSB/AAB-02/01
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