Airport (less than 10 km from airport)

The indicated failure of the right hand AC bus during takeoff with low ceiling. The factors were the low ceiling, night, and the excessive workload the pilot experienced on takeoff with an electrical failure without a second in command.

Loss of control after touchdown due to technical problems with the brakes.

It was determined that one of the tyres on the nose gear burst during the takeoff roll.

The pilot's improper decision to attempt a visual approach and landing in instrument meteorological conditions and his failure to follow instrument flight rules procedures.

The initial cause of the accident was the incomplete reduction of thrust on the left outer engine at the beginning of deceleration. This caused the de-activation of the automatic braking system and the non-extension of the n°1 thrust reverser. The inadvertent selection of full thrust on this engine after the landing created a high thrust asymmetry leading to the runway excursion. The lack of coordination and of joint control by the crew members, perhaps aggravated by the presence of third parties in the cockpit, contributed to the development of this situation.

It was reported that the aircraft was unstable on final approach and not properly aligned with the runway centerline. This caused the aircraft to land hard in 'crab' configuration, causing the left main gear to collapse upon touchdown.

Findings related to probable causes:
- At the time of the accident, heavy rain and strong winds from typhoon "Xangsane" prevailed. At 2312:02 Taipei local time, the flight crewmembers of SQ006 received Runway Visual Range (RVR) 450 meters on Runway 05L from Automatic Terminal Information Service (ATIS) "Uniform". At 2315:22 Taipei local time, they received wind direction 020 degrees with a magnitude of 28 knots, gusting to 50 knots, together with the takeoff clearance issued by the local controller.
- On August 31, 2000, CAA of ROC issued a Notice to Airmen (NOTAM) A0606 indicating that a portion of the Runway 05R between Taxiway N4 and N5 was closed due to work in progress from September 13 to November 22, 2000. The flight crew of SQ006 was aware of the fact that a portion of Runway 05R was closed, and that Runway 05R was only available for taxi.
- The aircraft did not completely pass the Runway 05R threshold marking area and continue to taxi towards Runway 05L for the scheduled takeoff. Instead, it entered Runway 05R and CM-1 commenced the takeoff roll. CM-2 and CM-3 did not question CM-1's decision to take off.
- The flight crew did not review the taxi route in a manner sufficient to ensure they all understood that the route to Runway 05L included the need for the aircraft to pass Runway 05R, before taxiing onto Runway 05L.
- The flight crew had CKS Airport charts available when taxing from the parking bay to the departure runway; however, when the aircraft was turning from Taxiway NP to Taxiway NI and continued turning onto Runway 05R, none of the flight crewmembers verified the taxi route. As shown on the Jeppesen "20-9" CKS Airport chart, the taxi route to Runway 05L required that the aircraft make a 90-degree right turn from Taxiway NP and then taxi straight ahead on Taxiway NI, rather than making a continuous 180-degree turn onto Runway 05R. Further, none of the flight crewmembers confirmed orally which runway they had entered.
- CM-1's expectation that he was approaching the departure runway coupled with the saliency of the lights leading onto Runway 05R resulted in CM?1 allocating most of his attention to these centerline lights. He followed the green taxiway centerline lights and taxied onto Runway 05R.
- The moderate time pressure to take off before the inbound typhoon closed in around CKS Airport, and the condition of taking off in a strong crosswind, low visibility, and slippery runway subtly influenced the flight crew's decision?making ability and the ability to maintain situational awareness.
- On the night of the accident, the information available to the flight crew regarding the orientation of the aircraft on the airport was:
- CKS Airport navigation chart
- Aircraft heading references
- Runway and Taxiway signage and marking
- Taxiway NI centerline lights leading to Runway 05L
- Color of the centerline lights (green) on Runway 05R
- Runway 05R edge lights most likely not on
- Width difference between Runway 05L and Runway 05R
- Lighting configuration differences between Runway 05L and Runway 05R
- Para-Visual Display (PVD) showing aircraft not properly aligned with the Runway 05L localizer
- Primary Flight Display (PFD) information
The flight crew lost situational awareness and commenced takeoff from the wrong runway.
The Singapore Ministry of Transport (MOT) did not agree with the findings and released their own report. They conclude that the systems, procedures and facilities at the CKS Airport were seriously inadequate and that the accident could have been avoided if internationally-accepted precautionary measures had been in place at the Airport.

The pilot's delayed decision to abort the takeoff and his failure to utilize the propeller's reverse pitch function.