Pakistan

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.

The airplane departed Rahim Yar Khan-Sheikh Zayed Airport and was spraying pesticide in the area to tackle another wave of locust attacks, which began in December 2019, on the request of the district administration. In unknown circumstances, the single engine airplane went out of control and crashed in a sandy area located in Sadiqabad, killing both crew members, a pilot and a flight engineer. They were completing a mission on behalf of the Department of Agriculture of Pakistan. Initial investigations suggest the plane crashed due to a technical fault.

The twin engine airplane departed Chaklala-Nur Khan AFB with five crew members on board for a local training flight. In flight, it went out of control and crashed onto several houses located in the suburb of Mora Kalu, about 10 km south of Chaklala-Nur Khan AFB, Islamabad, bursting into flames. The aircraft and several houses were destroyed. All five crew members as well as 14 people on the ground were killed.

Following an uneventful flight from Islamabad, the crew was cleared to land on runway 25 at Gilgit Airport. After touchdown, the crew initiated the braking procedure but the aircraft was unable to stop within the remaining distance. It overran, lost its right main gear and came to rest 12 metres further in a grassy area. All 53 occupants evacuated safely and the aircraft was damaged beyond repair.

The crew was completing a training mission at Chaklala-Nur Khan AFB in Islamabad. Upon touchdown, a tyre burst. Control was lost and the airplane veered off runway to the right and collided with a concrete wall before coming to rest, burstin into flames. All nine occupants escaped uninjured while the aircraft was destroyed by a post crash fire. It is believed that the landing was hard.

On 07 December 2016 morning, after a routine daily inspection at Benazir Bhutto International Airport (BBIAP) Islamabad, Pakistan International Airlines (PIA) aircraft ATR42-500 Reg No AP-BHO operated 05 flights (ie Islamabad to Gilgit and back, Islamabad to Chitral, Chitral to Peshawar and back). As 6th and last flight of that day, it took off from Chitral at time 10:38:50 UTC (15:38:50 PST) with 42 passengers (including 01 engineer) and 05 crew members (03 pilots and 02 cabin crew) aboard for Islamabad. It crashed after 42 minutes of flight at 11:20:38 UTC (16:20:38 PST) about 3.5 Nautical Miles (NM) SSE of Havelian, and 24 NM North of BBIAP Islamabad. All 47 souls aboard were fatally injured. The aircraft remained in air for about 42 minutes before crash (all timings in UTC). These 42 minutes have been split into three stages of flight, described hereunder:

(a) Initial Stage: From 10:38 to 11:04 (~26 minutes) degraded speed governing accuracy of the port propeller was evident in the DFDR data, but was apparently not observed by the cockpit crew. The flight stabilized at an altitude 13,500 feet AMSL and a cruising speed of 186 knots IAS (instead of expected 230 knots IAS). There were two latent pre-existing technical anomalies in the aircraft (a Fractured / dislodged PT-1 blade due to a known quality issue and a fractured pin inside the OSG), and one probable latent pre-existing condition (external contamination) inside the PVM of No 1 Engine. Digital Flight Data Recorder (DFDR) analysis indicates that No 1 Engine was degraded.

(b) Middle Stage (Series of Technical Malfunctions): From 11:04 to 11:13 (~09 minutes), a series of warnings and technical malfunctions occurred to No 1 Engine (left side) and its related propeller control system. These included Propeller Electronic Control (PEC) fault indications, followed by No 1 Engine power loss, and uncontrolled variation of its propeller speed / blade pitch angle abnormal system operation). The propeller speed which was initially at 82% (cruise setting) decreased gradually to 62% and later at the time of engine power loss it increased to 102% (and stayed at that value for about 15 to 18 seconds). It then reduced down to Non Computed Data (NCD) as per DFDR. At this point, (based on simulation results) the blade pitch angle increased (possibly close to feather position). Later, the propeller speed increased to 120% to 125% (probably caused due to unusual technical malfunctions) and stayed around that value for about 40 to 45 seconds. It finally showed an abrupt drop down to NCD again. At this point, (based on simulation results) the blade pitch angle may have settled at a value, different from the expected feathered propeller. During this unusual variation of propeller speed, there were drastic variations in the aircraft aerodynamic behaviour and sounds. The directional control was maintained initially by the Auto-Pilot. A relatively delayed advancement of power (of No 2 Engine) post No 1 Engine power loss, reduction of power (of No 2 Engine) for about 15 seconds during the timeframe when left propeller rpm was in the range of 120% to 125%, and once again a reduction of power towards the end of this part of flight, were incorrect pilot actions, and contributed in the IAS depletion. Auto-Pilot got disengaged. Towards the end of this part of flight, the aircraft was flying close to stall condition. No 1 Engine was already shutdown and No 2 Engine (right side) was operating normal. At this time, IAS was around 120 knots; aircraft started to roll / turn left and descend. Stick shaker and stick pusher activated. Calculated drag on the left side of the aircraft peaked when the recorded propeller speed was in the range of 120% to 125%. During transition of propeller speed to NCD, the additional component of the drag (possibly caused due to abnormal behaviour of left propeller) suddenly reduced. The advancement of power of No 2 Engine was coupled with excessive right rudder input (to counter the asymmetric condition). This coincided with last abrupt drop in the propeller speed. As a combined effect of resultant aerodynamic forces aircraft entered into a stalled / uncontrolled flight condition, went inverted and lost 5,100 feet AMSL altitude (ie from ~13,450 feet to 8,350 feet AMSL).

(c) Final Stage: The final stage of flight from 11:13 to 11:20 (~07 minutes) started with the aircraft recovering from the uncontrolled flight. Although blade pitch position was not recorded (in the DFDR – by design), and it was not possible to directly calculate that from the available data, a complex series of simulations and assumptions estimated that the blade pitch of left propeller may have settled at an angle around low pitch in flight while rotating at an estimated speed of 5%. Aircraft simulations indicated that stable additional drag forces were present on the left side of the aircraft at this time and during the remaining part of flight. Aircraft had an unexpected (high) drag from the left side (almost constant in this last phase); the aircraft behavior was different from that of a typical single engine In Flight Shutdown (IFSD) situation. In this degraded condition it was not possible for the aircraft to maintain a level flight. However, that level of drag did not preclude the lateral control of the aircraft, if a controlled descent was initiated. The aircraft performance was outside the identified performance envelope. It was exceptionally difficult for the pilots to understand the situation and hence possibly control the aircraft. Figure hereunder shows different stages of flight.

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.

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.

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.

Following an uneventful flight from Islamabad, the crew started the descent to runway 36R in marginal weather conditions. Upon touchdown on a wet runway, the right main gear collapsed. The aircraft slid for about 1,700 feet before exiting the runway to the right and coming to rest 60 feet further on. All 46 occupants were unhurt while the aircraft was considered as damaged beyond repair. Five minutes after the accident, the weather briefing was as follow: OPLA 311015Z 16009KT 3000 RA BKN040 OVC100 29/24 Q1003. But ten minutes prior to the crash, the weather briefing was as follow: OPLA 311000Z 33008KT 4000 -RA SCT040 BKN100 32/24 Q1002 TEMPO 31030KT 2000 TSRA FEW030CB. Thus, the conditions were considered as marginal with turbulences, wind to 30 knots and CB's at 3,000 feet. On 11SEP2012, the French BEA reported that the aircraft touched down just at the beginning of the paved surface (undershoot area) to the right of the extended runway 36R centerline, causing the right main gear to collapse. It was reported that the aircraft was unstable on short final and that the crew failed to initiate a go-around procedure while the aircraft was too low on the glide.