Aircraft Accident Brief Ntsb/aab-02/01 (Pb2002-910401): Egypt Air Flight 990, Boeing 767-366er, Su-Gap - National Transportation Safety Board Page 58
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ANALYSIS
General
The command captain and relief first officer were properly certificated and
qualified and had received the training and off-duty time prescribed by applicable
regulations and company requirements. (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 the Human Performance
Group Chairman’s Factual Report and their addendums.)
The accident airplane was properly certificated and was equipped, maintained, and
dispatched in accordance with applicable regulations and industry practices.
The Safety Board’s review of air traffic control (ATC) information revealed no
evidence of any ATC problems or issues related to the accident. Further, examination of
the recovered airplane wreckage and cockpit voice recorder (CVR), flight data recorder
(FDR), ATC, weather, and radar data revealed no evidence that an encounter with other air
traffic or any other airborne object was involved in the accident or that weather was a
factor in the accident.
Examination of the wreckage revealed no evidence of preexisting fatigue,
corrosion, or mechanical damage that could have contributed to the airplane’s initial
86
pitchover.
(The condition of the recovered elevator power control actuators (PCA) and
bellcrank shear rivets is discussed in the next section titled, “Mechanical Failure/Anomaly
Scenarios.”) No evidence of explosion or fire damage or foreign object impact damage
was found.
Additionally, the Safety Board’s examination of the accident airplane’s
maintenance records revealed no evidence of any mechanical problems that could have
played a role in the accident sequence. Although during interviews conducted at the
request of the Egyptian Government more than 1 year after the accident an EgyptAir 767
captain reported that he had experienced autopilot difficulties in the accident airplane
during the approach to Los Angeles International Airport (LAX), Los Angeles, California,
the day before the accident, these difficulties were likely the result of improper autopilot
approach mode selection. Additionally, as previously noted, neither the captain nor the
first officer of the flight to LAX reported any autopilot anomalies in the airplane’s
maintenance logbooks, and the first officer of that flight did not mention any autopilot
difficulties during interviews conducted 3 days after the accident. Although the captain
reported several minor anomalies during these interviews (including an autopilot
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For additional information, see the Systems Group Chairman’s Factual Report and its addendum and
the Materials Laboratory Factual Report.
NTSB/AAB-02/01
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