Crash of an Airbus A320-214 in Karachi: 98 killed

Date & Time: May 22, 2020 at 1440 LT
Type of aircraft:
Operator:
Registration:
AP-BLD
Survivors:
Yes
Site:
Schedule:
Lahore - Karachi
MSN:
2274
YOM:
2004
Flight number:
PK8303
Country:
Region:
Crew on board:
8
Crew fatalities:
Pax on board:
91
Pax fatalities:
Other fatalities:
Total fatalities:
98
Captain / Total flying hours:
17252
Captain / Total hours on type:
4783.00
Copilot / Total flying hours:
2291
Copilot / Total hours on type:
1504
Aircraft flight hours:
47124
Aircraft flight cycles:
25866
Circumstances:
On 22nd May, 2020 at 08:05:30 Universal Time Coordinated (UTC), PIA Airbus A320-214 aircraft Reg. No. AP-BLD, took off from Allama Iqbal International Airport (AIIAP) Lahore, Pakistan to perform a regular commercial passenger flight (PIA 8303) to JIAP Karachi, Pakistan with 08 crew members [Captain, First Officer (FO) and 06 flight attendants] and 91 passengers. At 09:15:38 UTC, descent for Approach was initiated. Flight was cleared for an Instrument Landing System (ILS) Approach Runway (R/W) 25L. Aircraft altitude was around 9,000 feet (ft) instead of 3,000 ft at 15 Nautical Mile (NM) from touchdown. Speed Brakes and Landing Gears were extended. Aircraft was significantly above the published vertical approach path. Around 5 NM from the touchdown, both Speed Brakes and Landing Gears were retracted. Several Warnings, cockpit indications and Air Traffic Control (ATC) instructions were disregarded by flight crew and the Unstabilized Approach was continued. At 09:34:28 UTC, aircraft touched almost 4,500 ft down the R/W 25L with Landing Gears retracted. Flight crew initiated a Go-Around. Both Engines were damaged during the contact with the R/W. The resultant loss of Engine oil and subsequent lack of lubrication resulted in failure of both Engines. Around 2,000 ft, flight crew announced that they have lost Engines, followed by a MAYDAY call. Aircraft started to lose height and crashed at 09:40:18 UTC in a populated area 1,340 meters (m) short of R/W 25L. Out of 99 persons on-board, 97 were fatally injured whereas 02 passengers survived. On ground 04 persons were injured, out of them 01 expired later in the hospital.
Probable cause:
It was determined that the aircraft made gears up landing where both engines’ nacelle made contact with runway. Both engines were damaged causing loss of engine oil and lubrication which resulted in failure of both engines during go-around. Non-adherence to SOPs and disregard of ATC instructions during the event flight. Lack of communication between the ATC and the flight crew regarding gears up landing particularly once aircraft was on the runway.
The following contributing factors were identified:
- Ineffective implementation of FDA program.
- Flight Data Analysys (FDA) regulatory oversight program was ineffective in producing sufficient and timely improvement.
- Lack of clear and precise regulations to restrict flying while fasting.
- Inadequate level of crew resources management (CRM) application during the event flight.
Final Report:

Crash of a Beechcraft 1900D in Karachi

Date & Time: Mar 18, 2016 at 0820 LT
Type of aircraft:
Operator:
Registration:
AP-BII
Flight Phase:
Survivors:
Yes
Schedule:
Karachi – Sui
MSN:
UE-45
YOM:
1993
Country:
Region:
Crew on board:
3
Crew fatalities:
Pax on board:
18
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
2885
Captain / Total hours on type:
717.00
Copilot / Total flying hours:
3614
Copilot / Total hours on type:
245
Aircraft flight hours:
19574
Aircraft flight cycles:
30623
Circumstances:
The Aircraft Sales and Services (Private) Limited (ASSL) aircraft Beechcraft-1900D Registration No. AP-BII was scheduled for a chartered flight on 18th March, 2016 from Karachi to Sui. Just after takeoff from runway 25L at 0820 hrs local time, the crew observed power loss of right engine and made a gear up landing on the remaining runway on the right side of centreline. After touchdown, the aircraft went off the runway towards right side and then came back on the runway before coming to a final stop 1,050 feet short from the end of runway. The Captain and one passenger received serious injuries due to hard impact of the aircraft with ground. All other passengers and technician remained unhurt.
Probable cause:
The investigation therefore, concludes that:
- Some internal malfunction of the Propeller Governor Part No. 8210-410 Serial No. 2490719 was the cause of experienced uncommanded auto feather. However, exact cause of the occurrence could not be determined.
- Continuing take off below V1 speed (104kts) after encountering engine malfunction and after takeoff raising flaps below recommended height (400ft AGL) lead to decrease in lift and unsustainability of flight.
Final Report:

Crash of a Boeing 737-4H6 in Lahore

Date & Time: Nov 3, 2015 at 0926 LT
Type of aircraft:
Operator:
Registration:
AP-BJO
Survivors:
Yes
Schedule:
Karachi – Lahore
MSN:
27166/2410
YOM:
1992
Flight number:
NL142
Country:
Region:
Crew on board:
7
Crew fatalities:
Pax on board:
114
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
19302
Captain / Total hours on type:
4859.00
Copilot / Total flying hours:
2076
Copilot / Total hours on type:
410
Aircraft flight hours:
51585
Aircraft flight cycles:
46547
Circumstances:
On 03rd November 2015, M/s Shaheen Air International Flight NL-142, Boeing 737-400 aircraft Reg # AP-BJO, was on a scheduled passenger flight from Karachi to Lahore. The flight landed on Runway 36L as Runway 36R was not available due to ILS CAT-III up-gradation. After touchdown, both main landing gears broke one after the other. Subsequently, the aircraft departed runway while resting on both engines and stopped 8302 ft from Runway Threshold (RWT), 197ft left of runway centreline. The nose landing gear, however, remained intact. All the passengers were safely evacuated through emergency procedure.
Probable cause:
The accident took place due to:
- Cockpit crew landing the aircraft through unstabilized approach (high ground speed and incorrect flight path).
- Low sink rate of left main landing gear (LMLG) as it touched down and probable presence of (more than the specified limits) play in the linkages of shimmy damper mechanism. This situation led to torsional vibrations / breakage of shimmy damper after touchdown. The resultant torsional excitation experienced by the LMLG due to free pivoting of wheels (along vertical axis) caused collapse of LMLG.
- The RMLG collapsed due to overload as the aircraft moved on unprepared surface.
Final Report:

Crash of a Boeing 737-4H6 in Lahore

Date & Time: Dec 30, 2014 at 1522 LT
Type of aircraft:
Operator:
Registration:
AP-BJN
Survivors:
Yes
Schedule:
Karachi – Lahore
MSN:
26460/2533
YOM:
1993
Flight number:
NL148
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
166
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Following an uneventful flight from Karachi, the crew completed the approach and landing on runway 36L at Lahore-Allama Muhammad Iqbal Airport. After touchdown, the crew initiated the braking procedure when the left main gear partially collapsed. Control was lost and the aircraft veered to the right before coming to rest in a grassy area. All 172 occupants evacuated safely and the aircraft was damaged beyond repair.
Probable cause:
It was determined that the left main gear partially collapsed after it suffered a bird strike (rapacious) on approach.

Crash of a Boeing 737-236 in Islamabad: 127 killed

Date & Time: Apr 20, 2012 at 1840 LT
Type of aircraft:
Operator:
Registration:
AP-BKC
Survivors:
No
Schedule:
Karachi - Islamabad
MSN:
23167/1074
YOM:
1984
Flight number:
BHO213
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
121
Pax fatalities:
Other fatalities:
Total fatalities:
127
Captain / Total flying hours:
10158
Captain / Total hours on type:
2027.00
Copilot / Total flying hours:
2832
Copilot / Total hours on type:
750
Aircraft flight hours:
46933
Aircraft flight cycles:
37824
Circumstances:
On 20th April, 2012, M/s Bhoja Air Boeing 737-236A Reg # AP-BKC was scheduled to fly domestic Flight BHO-213 from Jinnah International Airport (JIAP) Karachi to Benazir Bhutto International Airport (BBIAP) Islamabad. The aircraft had 127 souls onboard including 06 flight crew members. The Mishap Aircraft (MA) took off for Islamabad at 1705 hrs Pakistan Standard Time (PST) from Karachi. The reported weather at Islamabad was thunderstorm with gusty winds. During approach for landing at BBIAP, Islamabad (OPRN), Flight BHO-213 was cleared by Islamabad Approach Radar for an Instrument Landing System (ILS) approach for Runway 30. The MA, while established on ILS (aligned with Runway 30 at prescribed altitude), at 6 miles to touchdown was asked by the Approach Radar to change over to Air Traffic Control (ATC) Tower frequency for final landing clearance. The cockpit crew came on ATC Tower frequency and flight was cleared to land at BBIAP, Islamabad, but the cockpit crew did not respond to the landing clearance call. The ATC Tower repeated the clearance but there was no response. After a few minutes, a call from a local resident was received in ATC Tower, stating that an aircraft had crashed close to Hussain Abad (A population around 4 nm short of runway 30 BBIAP, Islamabad). It was later confirmed that Flight BHO-213 had crashed and all 127 souls onboard (121 passengers + 6 flight crew) had sustained fatal injuries along with complete destruction of aircraft.
Probable cause:
Factors Leading to the Accident:
- The aircraft accident took place as a result of combination of various factors which directly and indirectly contributed towards the causation of accident. The primary causes of accident include, ineffective management of the basic flight parameters such as airspeed, altitude, descent rate attitude, as well as thrust management. The contributory factors include the crew’s decision to continue the flight through significant changing winds associated with the prevailing weather conditions and the lack of experience of the crew to the airplane’s automated flight deck.
- The reasons of ineffective management of the automated flight deck also include Bhoja Air’s incorrect induction of cockpit crew having experience of semi automated aircraft, inadequate cockpit crew simulator training and absence of organizational cockpit crew professional competence and monitoring system.
- The incorrect decision to continue for the destination and not diverting to the alternate aerodrome despite the presence of squall line and very small gaps observed by the Captain between the active weather cells is also considered a contributory factor in causation of the accident.
- The operator’s Ops Manual (CAA Pakistan approved) clearly states to avoid active weather cells by 5 to 10 nm which was violated by the cockpit crew is also considered a contributory factor in causation of the accident.
- FO possessed average professional competence level and was due for his six monthly recurrent simulator training for Boeing 737-200 aircraft (equipped with a semi-automated flight deck). Bhoja Air requested an extension for his recurrent simulator training on 07th March, 2012. As per the existing laid down procedures of CAA Pakistan, two months extension was granted for recurrent simulator training on 09th March, 2012. The extension was granted for Boeing 737-200 aircraft, whereas the newly inducted Boeing 737-236A aircraft was equipped with automated flight deck. It is important to note that Bhoja Air did not know this vital piece of information till their cockpit crew went for simulator training to South Africa. This critical information regarding automation of the newly inducted Boeing 737-236A was not available with Flight Standard Directorate CAA, Pakistan as the information was not provided by the Bhoja Air Management.
- Therefore it is observed that due to the ignorance of Bhoja Air Management and CAA Pakistan, the said extension in respect of FO for simulator training was initially requested by former and subsequently approved by the latter. This resulted in absence of variance type training conformance of FO because of which he did not contribute positively in recovering the aircraft out of unsafe set of conditions primarily due to lack of automation knowledge, proper training and relying on captain to take remedial actions. This is also considered as one of the contributory factors in causation of accident.
- The Captain’s airline flying experience on semi automated flight deck aircraft and his selection for automated aircraft without subsequent training and monitoring to enhance his professional competence and skill, is one of the factors in causation of the accident.
- None of the cockpit crew member challenged the decision of each other to continue for the destination despite violation of Ops Manual instructions which is against the essence of CRM training.
- After experiencing the extremely adverse weather conditions, the cockpit crew neither knew nor carried out the Boeing recommended QRH and FCOM / Ops Manual procedures to handle the abnormal set of conditions / situations due to non availability of customized Boeing documents for Boeing 737-236A (advanced version of Boeing 737-200 series).

Finalization:
- The ineffective automated flight deck management in extreme adverse weather conditions by cockpit crew caused the accident. The ineffective automated flight deck management was due to various factors including; incorrect selection of cockpit crew on account of their inadequate flying experience, training and competence level for Boeing 737-236A (advanced version of Boeing 737-200 series), absence of formal simulator training in respect of FO for handling an automated flight deck, non-existence of cockpit crew professional competence / skill level monitoring system at operator level (Bhoja Air).
- The cockpit crew incorrect decision to continue the flight for destination and non- adherence to Boeing recommended QRH and FCOM remedial actions / procedures due to non-availability of customized aircraft documents (at Bhoja Air) for Boeing 737-236A (advanced version of Boeing 737-200 series) contributed towards the causation of accident. The inability of CAA Pakistan to ensure automated flight deck variance type training and monitoring requirements primarily due to incorrect information provided by the Bhoja Air Management was also a contributory factor in causation of the accident.
Final Report:

Crash of an Ilyushin II-76TD in Karachi: 11 killed

Date & Time: Nov 28, 2010 at 0145 LT
Type of aircraft:
Operator:
Registration:
4L-GNI
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Karachi - Khartoum - Douala
MSN:
43452546
YOM:
1982
Flight number:
MGC4412
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
11
Captain / Total flying hours:
7272
Captain / Total hours on type:
5502.00
Copilot / Total flying hours:
2220
Aircraft flight hours:
8357
Aircraft flight cycles:
3373
Circumstances:
On 27th November, 2010 the operating crew of mishap aircraft flew from Fujairah (UAE) to JIAP, Karachi (Pakistan) at 1000 UTC. The load onboard was weighing 9 tons (Packaged Boeing
747 engine). The aircraft had flown to Fujairah airport from Kandahar. According to the provided information on the 27-11-2010 the crew comprising Aircraft Commander, Second Pilot, Navigator, Flight Engineer, Flight Radio Operator, and Flight Operator flew from Fujairah (UAE) to JIAP Karachi. After landing the crew members were shifted to “Regent Plaza” hotel in Karachi. The stay of crew in the hotel was not less than 8 hours. The aircraft was refuelled at JIAP, Karachi and total fuel onboard was 74 tons. A cargo load of 30.5 tons was also loaded after refuelling the aircraft. The aircraft mass was 197 tons with its CG at 30% Mean Aerodynamic Chord (MAC) before undertaking the mishap flight. The aircraft was scheduled for departure from JIAP, Karachi at 2025 UTC 28th November, 2010) on route “Karachi – Khartoum – Douala, Cameroon to deliver humanitarian aid (tents). The crew arrived at airport around 1900 UTC. The weather conditions were satisfactory. The weather details are mentioned in this report at Para 1.7. After starting engines the crew taxied the plane to Runway 25L and reported to the air traffic controller that the plane would take off in 3 minutes and the aircraft took off at 2048 UTC. According to the radar data the aircraft ascended to 600 feet, started descending and then disappeared from the radar screen. The air traffic controller did not receive any information from the crew members about emergency conditions onboard. The aircraft crashed at about 2050 UTC on a bearing of 070 degree and approximately 02 NM from JIAP, Karachi at geographical location N24°53.651’, E 067°06.406’.
Probable cause:
The cause of the occurrence was uncontained failure of the 2nd stage disk of LP compressor of Engine # 4 due to fatigue fracture which resulted in in-flight fire and damage to adjacent areas of right wing / flaps to an extent that flight could not be sustained.
The use of mishap engine beyond its manufacturer’s assigned life without assessment and life enhancement by the manufacturer was the cause of its uncontained fatigue failure.
Final Report:

Crash of a Beechcraft 1900C-1 in Karachi: 21 killed

Date & Time: Nov 5, 2010 at 0706 LT
Type of aircraft:
Operator:
Registration:
AP-BJD
Flight Phase:
Survivors:
No
Schedule:
Karachi - Bhit Shah
MSN:
UC-157
YOM:
1991
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
19
Pax fatalities:
Other fatalities:
Total fatalities:
21
Captain / Total flying hours:
8114
Captain / Total hours on type:
1820.00
Copilot / Total flying hours:
1746
Copilot / Total hours on type:
1338
Aircraft flight hours:
18545
Aircraft flight cycles:
24990
Circumstances:
0C-1 aircraft Reg # AP-BJD was scheduled to fly chartered flight from Jinnah International Airport (JIAP), Karachi to Bhit Shah Oil Fields to convey 17 employees of M/s Eni company including one foreign national from Italy. The flight crew included two cockpit crew ie Captain and First Officer (FO), one JS (Air) ground crew (technician) and one Airport Security Force staff. The Mishap Aircraft (MA) took off from JIAP, Karachi at 02:04:31 UTC. The reported weather was fit for the conduct of ill-fated flight to Bhit Shah Oil Fields. After takeoff aircraft experienced Engine No 2 abnormal operation and cockpit crew decided to land back at JIAP Karachi after calling right hand downwind for runway 25R. While joining for right hand downwind for 25R the mishap aircraft could not sustain flight and crashed at a distance of around 1 nm from runway 07R beginning JIAP, Karachi. All souls (21) onboard got fatally injured as a result of aircraft ground impact and extensive post impact ground fire.
Probable cause:
Detailed investigation and analyses of the examinable evidence confirmed that the aircraft had developed some problem with its Engine No.2 (Right) immediately after takeoff which was observed by the cockpit crew as propeller feathering on its own. No concrete evidence could be found which would have led to the engine’s propeller malfunction as observed. The only probable cause of propeller feathering on its own could be the wear & tear of the beta valve leading to beta system malfunction. However, this anomaly at the most could have led to the non availability of one engine and making a safe landing with a single engine since the aircraft was capable of landing with a single engine operation. Some of the actions by the cockpit crew before takeoff and subsequent to the observed anomaly in the Engine No.2 were not according to the QRH / FCOM which aggravated the situation and resulted into the catastrophic accident.
The following factors contributed to the accident:
The aircraft accident took place as a result of combination of various factors which directly and indirectly contributed towards the causation of accident.
The primary cause of accident includes, inappropriate skill level of Captain to handle abnormal operation of engine No 2 just after takeoff, failure of cockpit crew to raise the landing gears after experiencing the engine anomaly, execution of remedial actions by FO before the attainment of minimum safe altitude of 400 ft AGL resulted in non conformance and non compliance of cockpit crew to OEM recommended procedures to handle such situations.
The lack of situational awareness and CRM failure directly contributed towards ineffective management of the flight deck by the cockpit crew.
The contributory factors include inadequate cockpit crew simulator training monitoring mechanism both at operator and CAA Pakistan levels in respect of correlation of previous / current performance and skill level of cockpit crew during the simulator training sessions along with absence of conduct of recurrent / refresher simulator training between two annual simulator checks in accordance with ICAO Annex-6 guidelines and CAA Pakistan (applicable ANOs) requirements for specific type of aircraft in a year.
Final Report:

Crash of an Airbus A321-231 in Islamabad: 152 killed

Date & Time: Jul 28, 2010 at 0941 LT
Type of aircraft:
Operator:
Registration:
AP-BJB
Survivors:
No
Site:
Schedule:
Karachi - Islamabad
MSN:
1218
YOM:
2000
Flight number:
ABQ202
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
146
Pax fatalities:
Other fatalities:
Total fatalities:
152
Captain / Total flying hours:
25497
Captain / Total hours on type:
1060.00
Copilot / Total flying hours:
1837
Copilot / Total hours on type:
286
Aircraft flight hours:
34018
Aircraft flight cycles:
13566
Circumstances:
Flight ABQ202, operated by Airblue, was scheduled to fly a domestic flight sector Karachi - Islamabad. The aircraft had 152 persons on board, including six crew members. The Captain of aircraft was Captain Pervez Iqbal Chaudhary. Mishap aircraft took-off from Karachi at 0241 UTC (0741 PST) for Islamabad. At time 0441:08, while executing a circling approach for RWY-12 at Islamabad, it flew into Margalla Hills, and crashed at a distance of 9.6 NM, on a radial 334 from Islamabad VOR. The aircraft was completely destroyed and all souls on board the aircraft, sustained fatal injuries.
Probable cause:
- Weather conditions indicated rain, poor visibility and low clouds in and around the airport. The information regarding prevalent weather and the required type of approach on arrival was in the knowledge of aircrew.
- Though aircrew Captain was fit to undertake the flight on the mishap day, yet his portrayed behavior and efficiency was observed to have deteriorated with the inclement weather at BBIAP Islamabad.
- The chain of events leading to the accident in fact started with the commencement of flight, where Captain was heard to be confusing BBIAP Islamabad with JIAP Karachi while planning FMS, and Khanpur Lake (Wah) with Kahuta area during holding pattern. This state continued when Captain of the mishap flight violated the prescribed Circling Approach procedure for RWY-12; by descending below MDA (i.e 2,300 ft instead of maintaining 2,510 ft), losing visual contact with the airfield and instead resorting to fly the non-standard self created PBD based approach, thus transgressing out of protected airspace of maximum of 4.3 NM into Margallas and finally collided with the hills.
- Aircrew Captain not only clearly violated the prescribed procedures for circling approach but also did not at all adhere to FCOM procedures of displaying reaction / response to timely and continuous terrain and pull up warnings (21 times in 70 seconds) – despite these very loud, continuous and executive commands, the Captain failed to register the urgency of the situation and did not respond in kind (break off / pull off).
- F/O simply remained a passive bystander in the cockpit and did not participate as an effective team member failing to supplement / compliment or to correct the errors of his captain assertively in line with the teachings of CRM due to Captain’s behavior in the flight.
- At the crucial juncture both the ATC and the Radar controllers were preoccupied with bad weather and the traffic; the air traffic controller having lost visual contact with the aircraft got worried and sought Radar help on the land line (the ATC does not have a Radar scope); the radar controller having cleared aircraft to change frequency to ATC, got busy with the following traffic. Having been alerted by the ATC, the Radar controller shifted focus to the mishap aircraft – seeing the aircraft very close to NFZ he asked the ATCO (on land line) to ask the aircraft to immediately turn left, which was transmitted. Sensing the gravity of the situation and on seeing the aircraft still heading towards the hills, the Radar controller asked the ATCO on land line “Confirm he has visual contact with the ground. If not, then ask him to immediately climb, and make him execute missed approach”. The ATCO in quick succession asked the Captain if he had contact with the
airfield – on receiving no reply from aircrew the ATCO on Radars prompting asked if he had contact with the ground. Aircrew announced visual contact with the ground which put ATS at ease.
Ensuing discussion and mutual situational update (on land line) continued and, in fact, the ATC call “message from Radar immediately turn left” was though transmitted, but by the time the call got transmitted, the aircraft had crashed at the same time.
- The accident was primarily caused by the aircrew who violated all established procedures for a visual approach for RWY-12 and ignored several calls by ATS Controllers and EGPWS system warnings (21) related to approaching rising terrain and PULL UP.
Final Report:

Crash of a Cessna 402B off Karachi: 8 killed

Date & Time: Feb 24, 2003
Type of aircraft:
Operator:
Registration:
AP-BFG
Flight Phase:
Survivors:
No
Schedule:
Karachi - Kabul
MSN:
402B-1304
YOM:
1977
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
8
Aircraft flight hours:
6793
Circumstances:
The aircraft was chartered by the Afghan Government to carry a delegation from Karachi to Kabul. After takeoff from Karachi-Quaid-e-Azam Airport, the twin engine aircraft continued to climb to an altitude of 9,000 feet when it entered an uncontrolled descent. At an altitude of 2,500 feet, the aircraft disappeared from radar screens then crashed in the Arabian Sea few km offshore. The stabilizers and the tail were found few hundred metres from the main wreckage. All eight occupants were killed, among them Juma Mohammad Mohammadi, Afghan Minister of Industry and four members of his cabinet as well as one Chinese businessman.
Probable cause:
The Pakistan board of investigations determined that the probable cause of this accident was a structural failure due to overload. The aircraft weight was 7,183 lbs at the time of the accident as the maximum load as mentioned in the operational manual is 6,300 lbs, which means 883 pounds above max gross weight. It is believed that during climbout, the tail and stabilizers detached due to overload conditions.

Ground accident of a Dornier DO228-201 in Karachi

Date & Time: Feb 19, 2003
Type of aircraft:
Operator:
Registration:
AP-BGF
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Karachi - Karachi
MSN:
8016
YOM:
1983
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Following an uneventful training flight at Karachi-Quaid-e-Azam Airport, the crew was taxiing to his parking place when control was lost. The aircraft rolled across the apron and eventually collided with a concrete wall. Both pilots escaped uninjured while the aircraft was damaged beyond repair.