The aircraft had a total of 39,045 flying hours and 19,172 landings at the time of the crash.[1]. We offered prayers at the Grand Mosque there. At 08:44:27 the first officer reported 10 DME and three seconds later he was asked, “Report your level”. This warning could have alerted the crew to the fact that they were below the required approach profile and possibly enabled them to take timely remedial actions to avoid ground impact. The more modern GPWS computers generate a synthetic voice warning of “MINIMUMS!
The built-in-test produces a “PULL UP” audio warning and illuminates lights on the instrument panel. I am an aviation enthusiast, a high school graduate from Tarkeshwor, Kathmandu, Evolution of Aircraft Engines The aviation industry has gone through various technological advancements. Then the Nepali Military helped the investigator in impact place to find the black box and different parts of the aircraft. He was senior to me but was sitting on the copilot seat. The team thought of terrorist attacks however during the flight there were 4 flight guards, so there was no risk of a terrorist attack.
The Transportation Safety Board of Canada (TSB). The commander did not adhere to the airline’s recommended technique for the final part of the approach which commenced. Two-way radio contact with the Tower was established a few seconds later and the crew reported that they were in the process of intercepting the final approach track of 022M (Magnetic) of Radial 202 KTM VOR ) They were instructed to expect a Sierra approach and to report at 16 DME. However, the profile illustrated could not be flown in the A300 at V app, in common with any other wide-bodied jet of similar size and the minimum altitude at some DME fixes was not directly associated with the fix. A movable decision height index could be set by the pilots up to a maximum of 499 feet Amber lights and an audio warning would be triggered when the aircraft descended through the decision height set on the indicators. Therefore, if they were attempting to regain the ‘one step ahead’ profile they should have been less than 100 feet below 7,500 feet 11 secs before impact. to 7 nautical miles off-track to avoid the second cloud, remaining in VMC (visual meteorological conditions), and then regained track. There was less risk of an accident if the pilot had reviewed both the altimeter and the flight charts. If placed under the clip on the side wall, the eye to chart distance was 48 cm and charts were readable if the pilots turned their heads through about 40°and looked even further to the side. If the “go-around” button on a thrust lever was depressed during a simulated approach in the landing configuration, with autopilot engaged and engine thrust. I was forced to ask the copilot on the observer seat behind me to be alert and talk me down with what I have quoted above. Advice within the aircraft manufacturer’s operating manuals regarding pilot reaction to a GPWS warning was incomplete. Mode 1: Excessive (barometric) rate of descent relative to the terrain. It’s onerous to find educated folks on this matter, however you sound like you already know what you’re talking about! Shortly after reporting at 10 DME, at 2.30Â pm the aircraft crashed at approximately 7,300 feet (2,200Â m) into the side of the 8,250Â ft (2,524Â m) mountain at Bhattedanda, disintegrating on impact, instantly killing all aboard; the tail fin separated and fell into the forest at the base of the mountainside. Your detail input made me realize how professional and passionate pilots PIA has or had in the past. To have prevented this accident, the equipment would have had to warn the crew, least 15 and, allowing for typical pilot reaction times, probably 20 seconds before impact. 5 degrees. Two-way radio contact with the Tower was established a few seconds later and the crew reported that they were in the process of intercepting the final approach track of, They were instructed to expect a Sierra approach and to report at 16 DME. All relevant airport facilities were reported as serviceable.
The Captain was also not informed by the ATC officer that they had been flying too low. The area to the north of the aerodrome is shaped, due to the main, and is defined in the Nepalese ADJ.
There are…, In April 2020, the CEO of the International Air Transport Association (IATA) remarked that the aviation industry has…, Airbus A330-300, probably the first airbus I have ever touched so far. In 1978 the aircraft was re-registered as SU-AZY. I will mark this number so that I do not miss it again if you call. PIA Flight 268 departed Karachi, Pakistan at 11:13 for a scheduled passenger flight to Kathmandu, Nepal. PIA’s route checking and flight operations inspection procedures were ineffective. The commander’s hearing acuity had been reducing over a period of years and at his last audiometry check, on 19 November 1990, it had reduced to the category of “borderline”. Familiarisation by means of programmed instructions on route documentation. An aircraft cleared to use this approach was at the time directed to pass over a reporting point called "Romeo" located 41 miles south of the Kathmandu VOR (or at 41 DME) at an altitude of 15,000 feet. Terminal aerodrome forecasts (TAFs) were issued by the Kathmandu meteorological office at 0100 hrs UTC and again at 0300 hrs UTC.
To examine procedures for terrain avoidance following an unexpected ground proximity warning.
All 167 people on board were killed.
The airline should practice the SIERRA approach in the simulator as part of the process of pilot qualification to operate to Kathmandu and that such approaches should be part of a line-orientated training session. Janjua) to Europe, New York (RF), the Middle East, Hong Kong (RF) and Kano, Nigeria. Mode 2: Excessive terrain closure rate (the rate at which radio height was reducing), The radio altimeter was unlikely to have alerted the crew since the decision height, least one of the indicators was set to 499 feet, the maximum setting. Their discourse suggested they could not agree (my inference) with the report made out by Amjad Faizi, Chief Of Flight Safety PIA. I was surprised at taking the Jumbo there but eight charter flights of B747 were operated to that destination in the period after the Kathmandu crash. The route checks and flight operations inspection procedures of the Pakistan International Airlines were ineffectual. Simulated means used to acquaint pilot in the use of the instrument approach to land, arrival and departure procedures which he may utilise in the operation. At impact the slats, flaps, spoilers and landing gear were correctly configured for landing. level. The best available evidence indicates that the primary cause of the crash was that either or both pilots repeatedly neglected to pursue the approach protocol and mistakenly adopted a profile where, at each DME fix, was one step ahead and below the appropriate procedure. Both are existing military technologies and there may be scope for adapting these technologies for civil aviation.
and his reluctance to operate to that airport had been remarked earlier by the Pilots’ Association. Both engines were also in flight-idle for almost all of the descent, but at the impact, they provided significantly more than idle power. The commander of an aircraft which arrived at Kathmandu two hours before the, accident reported that there was a large cumulus cloud developing into a cumulonimbus to the east of the Sierra approach track at 28 DME and a well-developed cumulo-nimbus cloud on the approach track at about 18 DME.
It is published on charts available from at least four sources (HMG/N Dept of Civil Aviation; Jeppesen, SAS and Aerad). The aircraft was to then descend in seven steps to 5,800 feet, passing over a reporting point known as "Sierra" located at 10 DME at an altitude of 9,500 feet, before landing at Kathmandu.
Date: 28 September 1992. A big salute to your passion! The appropriate area for Kathmandu was India/Bangladesh. Where did you get the final report? This profile was flown at Vapp + 10 to 15 knots. I have flown with Captain Iftekhar Janjua (R.M.I.
The controller replied with the instruction “Roger clear for final. The observing flight engineer, 42-year-old Muhammad Ashraf, who had had 8,220 flight hours, including 4,503 hours on the Airbus A300.[3]. At 08:40:14 hrs, he reported that the aircraft was approaching 25 DME whereupon the crew were instructed to maintain 11,500 feet and change frequency to Kathmandu Tower. ⪠PIA Airbus A300 (AP-BCP) Wreckage & Memorial at Crash Site in Nepal, ⪠PIA Pakistan International Airlines London to Karachi from B777 flight deck, ⪠Pakistan International (PIA) Kathmandu Nepal Landing. Kathmandu was not really a frequent destination for Pakistan International Airlines‘ A300 pilots, and neither crew had flown it there in the previous two months. The Kathmandu FIR (Flight Information Region) is divided into two sectors: Nepalgunj to the West and Kathmandu to the East of longitude 83 degrees East. [4], Investigators determined that the accident had been caused mainly by pilot error. Therefore, it is recommended that Airbus Industries should amplify the instructions in their Flight Crew Operating Manual regarding pilot response to GPWS warnings. HMG/N, Department of Civil Aviation should improve and simplify the SIERRA approach procedure by addressing the following aspects: Unnecessary changes in the glidepath should be eliminated. The division is aligned with the 160 degree and 360 degree radials from the VOR beacon. On sighting the obstacle ahead, full power was applied to clear the mountain in a climb, but it was too late. The captain was in the Air Force but not as a pilot for a very brief period of time and leaving the service went into flying as stated above in Peshawar. Charts were easily read if they were placed under the clips on the control columns, where the eye to chart distance was about 40 cm and the chart was directly in front of the pilot. Tests were carried out in an A300-B4 flight simulator in the presence of representatives from Airbus Industries and the investigation team. Summary: Controlled flight into terrain due to pilots’ error, improper navigation charts and failure of GPWS. Then the investigator figures out that the first officer didn’t check his altimeter to report the altitude to ATC officer instead he looked at the flight chart and report that. depending upon instantaneous speed and angle of descent. The aircraft’s wings were level, its heading was consistent with maintaining track and the airspeed was about 14 knots above the final approach speed.
The GPWS audio warning was emitted through both flight deck speakers; the warning volume could not be adjusted by the pilots and it was unaffected by simultaneous radio transmission. The airport elevation is 4390 feet above mean sea level. The aerodrome control zone (CTZ) extends from ground level to 8500 feet amsl out to 10 nm. The investigation for Pakistan International Airlines PK268 under Andrew Robinson has been conducted by the Air Accident Investigation Branch (AAIB) following the accident. On 28 September 1992, the flight was operated with 16 years old Airbus 300B4-203 aircraft registered as AP-BCP. The accident occurred at 0845 UTC (1430 hours local time) when the aircraft struck a mountain during an instrument approach to Kathmandu’s Tribhuvan International Airport. At 0838:41 (about 34 DME) whilst in descent from FL 150 to 11,500 feet, he made another PA broadcast to the passengers and cabin crew stating, “, The airport elevation is 4390 feet above mean. The flight originated with 155 passengers and 12 crew members from Jinnah International Airport, Karachi to the Tribhuvan International Airport, Kathmandu. Iftekhar may have felt apprehensive by the presence of clouds covering 7/8 of the sky over Kathmandu in a mountainous environment with maybe thunderstorm activity. The division is aligned with the 160 degree and 360 degree radials from the VOR beacon.
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