Pakistan International Airlines - PIA

Airbus A320

On 22 May 2020 at 13:05 hrs PST, the Pakistan International Airlines aircraft Airbus A320-214, registration number AP-BLD, took off from Lahore (Allama Iqbal International Airport – AIIAP) Pakistan to perform a regular commercial passenger flight (PK8303) to Karachi (Jinnah International Airport – JIAP) Pakistan, with 8 crew members (01 Captain, 01 First Officer, and 06 flight attendants) and 91 passengers on board. At 14:35 hrs the aircraft performed an ILS approach for runway 25L and touched down without landing gears, resting on the engines. Both engines scrubbed the runway at high speed. Flight crew initiated a go-around and informed “Karachi Approach” that they intend to make a second approach. About four minutes later, during downwind leg, at an altitude of around 2000 ft, flight crew declared an emergency and stated that both engines had failed. The aircraft started losing altitude. It crashed in a populated area, short of runway 25L by about 1340 meters. An immediate subsequent post impact fire initiated. Out of 99 souls on-board, 97 were fatally injured and 02 passengers survived. On ground 04 persons were injured however 01 out of these reportedly expired later at a hospital. Below, the preliminary report published by the Pakistan AAIB.

ATR42-500

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.

ATR42-500

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.

Boeing 737-300

Following an uneventful flight from Sialkot, the crew completed the approach to Muscat-Seeb Runway 26L. After touchdown, while decelerating, the left main gear collapsed, causing the left engine to struck the ground. The aircraft slid for few dozen metres before coming to rest on the left edge of the runway. All 114 occupants evacuated uninjured while the aircraft was damaged beyond repair.

ATR42-500

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.

Fokker F27 Friendship

On 10 July 2006, F-27 Fokker registration No AP-BAL, belonging to Pakistan International Airline was scheduled to fly from Multan to Lahore. The aircraft had 45 souls on board including four crew members. The Captain of the aircraft was Captain Hamid Qureshi. The aircraft took off for Lahore at 1205 hours Pakistan Standard Time (PST) from Multan Runway 36. Soon after takeoff, the aircraft was observed by the ATC and other eyewitnesses to be maintaining very low altitude and drifting right in a bank. ATC Control tower tried to establish contact with aircraft, but no contact was established. Subsequently a call from the local resident was received stating that an aircraft had crashed at about 2 km, NE of the Runway. All souls on board the aircraft sustained fatal injuries and the aircraft was completely burned.

Fokker F27 Friendship

After landing on runway 02 at Chitral Airport, the aircraft was unable to stop within the remaining distance. It overran, lost its undercarriage and came to rest in a grassy and sandy area. All 40 occupants evacuated safely and the aircraft was damaged beyond repair.

Airbus A300

During the takeoff roll on runway 34 at Jeddah-King Abdulaziz Airport, ATC informed the crew about a fire on the left main gear. The captain rejected takeoff and was able to stop the aircraft within the remaining distance. All 273 occupants evacuated safely but the aircraft was considered as damaged beyond repair.

Airbus A300

Upon landing at Dubai Airport, the right main landing gear collapsed. The aircraft skidded for few dozen metres then veered off runway to the right and came to rest in a sandy area. All 205 occupants evacuated safely and the aircraft was damaged beyond repair.

Fokker F27 Friendship

On approach to Dera Ismail Khan Airport, the crew encountered technical problems with the left engine. The captain decided to initiate a go-around. Flaps and undercarriage were retracted when the aircraft entered a stall condition, lost height and crashed in an open field. It slid on the ground for about 300 metres before coming to rest against trees. All 42 occupants were evacuated, among them three passengers were injured.

Airbus A300

The ill-fated aircraft departed Karachi Airport Pakistan, at 0613 hours UTC on 28 September 1992 as Pakistan International Airlines Flight Number PK 268, a non-stop service to Kathmandu, Nepal. 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. The impact site was at an altitude of 7280 feet above sea level (2890 feet above airport level), 9.16 nautical miles from the VOR/DME beacon and directly beneath the instrument approach track from the VOR/DME beacon (9.76 nm from and 2970 ft above the threshold of Runway 02 which is 77 feet below the airport datum). The flight through Pakistani and Indian airspace appears to have proceeded normally. At 0825 hrs UTC (1410 hrs local time) two-way contact between Pakistan 268 and Kathmandu Area Control West was established on VHF radio and the aircraft was procedurally cleared towards Kathmandu in accordance with its flight plan. After obtaining the Kathmandu weather and airfield details, the aircraft was given traffic information and instructed to report overhead the SIM (Simara) non-directional beacon (214°R VOR/39 nm from Kathmandu’s KTM VOR/DME) at or above FL150 (flight level on standard altimeter) as cleared by the Calcutta Area Control Centre. At 08:37 hrs the copilot reported that the aircraft was approaching the SIM beacon at FL 150, whereupon procedural clearance was given to continue to position SIERRA (202°R/10 nm from the KTM beacon) and to descend to 11,500 feet altitude. No approach delay was forecast by the area controller and the co-pilot correctly read back both the clearance and the instruction to report at 25 DME. 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. 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. At 08:42:51 hrs the first officer reported “One six due at eleven thousand five hundred”. The tower controller responded by clearing the aircraft for the Sierra approach and instructing the crew to report at 10 DME. At 08:44:27 the first officer reported 10 DME and three seconds later he was asked, “Report your level”. He replied, “We crossed out of eight thousand five hun,’ two hundred now”. The controller replied with the instruction “Roger clear for final. Report four DME Runway zero two”. The copilot responded to this instruction in a normal, calm and unhurried tone of voice; his reply was the last transmission heard from the aircraft, thirty-two seconds after the copilot reported 10 DME the aircraft crashed into steep, cloud-covered mountainside at 7,280 feet amsl and 9.16 nm on radial 202 of KTM VOR. All 167 occupants were killed.

Boeing 707

The four engine aircraft suffered a runway excursion after landing at Karachi-Quaid-e-Azam Airport. There were no casualties while the aircraft was damaged beyond repair.

Fokker F27 Friendship

Nine minutes after takeoff from Gilgit Airport, while flying in poor weather conditions, the aircraft struck the slope of a mountain located near Bunji, about 40 km southeast of Gilgit. The wreckage was found in an isolated area few hours later and all 54 occupants were killed.

Fokker F27 Friendship

The descent to Peshawar Airport was completed in limited visibility caused by night. The copilot was in command when on final approach to runway 35, he descended below the MDA until the aircraft struck a dyke and crashed upside down about 10 km short of runway. 13 occupants were killed and 41 other were injured. The aircraft was destroyed.

Fokker F27 Friendship

The crew was engaged in a local training flight at Gilgit Airport, completing touch-and-goes. After touchdown, at a speed of 90 knots, the pilot-in-command decided to abandon the takeoff procedure for unknown reasons and initiated an emergency braking maneuver. Unable to stop within the remaining distance, the airplane overran, lost its undercarriage and came to rest. All three crew members escaped uninjured while the aircraft was damaged beyond repair. The takeoff was aborted at a speed of 90 knots with a V1 speed fixed at 96 knots.

Boeing 720

On approach to Quetta, the crew was unable to lower the nose gear that remained stuck in its wheel well. The captain initiated a go-around and decided to return to Karachi Intl Airport. Despite several manual attempts to lower the gear, the crew eventually decided to land in a nose gear-up configuration. Upon touchdown, the airplane slid on its nose for few hundred yards before coming to rest. All 79 occupants escaped without injuries while the aircraft was damaged beyond repair.

Boeing 707

The airplane was completing a schedule service from Kano to Karachi with an intermediate stop at Jeddah, carrying 145 passengers and a crew of 11. It departed Jeddah-King Abdulaziz Airport at 0129LT and continued to climb by night and good weather conditions. While cruising at an altitude of 37,000 feet, the captain informed ATC about an in-flight fire and was cleared to descent to 30,000 feet then 4,000 feet at his discretion. Seventeen minutes later, the situation on board became very critical with heavy smoke spreading in the cabin and the crew declared an emergency. While attempting an emergency landing in a desert area, the airplane struck the ground and disintegrated on impact. The wreckage was found about 48 km north of At Ta'if, in a rocky area. None of the 156 occupants survived the crash.

Fokker F27 Friendship

The crew was completing a local training mission at Karachi-Quaid-e-Azam Airport consisting of stall tests. On final approach, both engines lost power simultaneously and the aircraft stalled. The crew elected to regain control but the airplane crashed. The copilot was seriously injured while the captain was killed.

Fokker F27 Friendship

On final approach, the crew failed to realize his altitude was insufficient when the airplane struck tree tops and crashed 800 meters short of runway threshold. All 40 occupants were evacuated while the aircraft was destroyed.

Fokker F27 Friendship

The airplane departed Gilgit Airport at 1140LT bound for Rawalpindi on flight PK631. En route, while cruising at an altitude of 9,000 feet in poor weather conditions, the airplane struck the slope of a snow covered mountain located near Jalkot. The wreckage was found few hours later and none of the 31 occupants survived the crash. At the time of the accident, the visibility was nil due to low clouds and snow falls. Apparently, the crew lost his orientation and maybe started the descent prematurely, causing the aircraft to struck the ground.

Boeing 707

The descent to Ürümqi-Diwopu Airport was initiated in poor weather conditions due to snow falls. On final, the crew was too high on the glide, causing the plane to land too far down the runway. After touchdown, the airplane was unable to stop within the remaining distance, overran and came to rest few dozen yards farther. All five crew members were slightly injured and the aircraft was destroyed.

Fokker F27 Friendship

While descending to Zahedan Airport in limited visibility on a cargo flight from Karachi, the airplane struck a mountain and crashed near Saindak, at the Iran-Pakistan border. The aircraft was destroyed and all four crew members were killed. Controlled flight into terrain suspected.

Fokker F27 Friendship

On approach to Shamshernagar Airport, the pilot realized he was too high on the glide. Instead of initiating a go-around manoeuvre, he selected ground fine pitch on both propellers while the aircraft was at a height of few hundred feet and at a speed of 125 knots. Doing so, the airplane adopted a high rate of descent and at a height of 20 feet above the ground, the pilot lost control of the airplane that crashed short of runway. The airplane was totally destroyed and seven passengers were killed. All other occupants were injured, some of them seriously.

Fokker F27 Friendship

Three minutes after its takeoff from Rawalpindi Airport, while climbing, the airplane went through a thunderstorm area. Due to heavy turbulences, the airplane went out of control, nosed down and eventually crashed in an open field located some 20 km southeast of Rawalpindi. The aircraft disintegrated on impact and all 30 occupants were killed.

Fokker F27 Friendship

The aircraft took off from Rawalpindi Airport at 0601LT on a domestic flight to Skardu, carrying 9,146 pounds of food supplies. At 0604LT, it called Cherat Homer stating that it was due at control zone boundary at 0610LT. According to the Chakhlala ATC log the aircraft called Skardu at 0607LT on 119.7 but there was no response from Skardu on this frequency. According to the Skardu log: Skardu asked Gilgit at 0620LT to listen out for the aircraft and advise it to change over to 5514 kcs. The aircraft called Skardu at 0630LT on 5514 kcs. There was no further communication with the aircraft. It was subsequently found that the aircraft had struck the northern side of a ridge at an elevation of 13,100 feet just inside Pakistan territory near the Pakistan-Azad Kashmir border. The aircraft was destroyed and all four crew members were killed.

Boeing 720

Flight 705 was a scheduled international public transport flight from Karachi to Dhahran, Cairo, Geneva and London. No defects were reported by the crew at Dhahran. The flight departed Dhahran at 2122 hours W. It reported abeam Aqaba, 196 MM from the Cairo omni at 2313 hours, leaving FL 360 at 2322 hours, RD fix at 2330 hours and approaching Ft 130 and one minute away from the field at 2338 hours. The flight was then cleared dm to FL 65 and was given a QNH of 1 014 mb. It reported coming overhead at 2339 hours, passing FL 100 and was instructed to maintain FL 65. It then made a holding turn in the Cairo range pattern, descending to FL 65. On reporting overhead Cairo range station, after completing one holding at 2340 hours the flight was cleared to join left-hand circuit for runway 34 and to report downwind. The crew then informed the tower that they would carry out an instrument let-down and would call when commencing the procedure turn. The flight was then cleared to descend to FL 45 and was told to report procedure turn inbound descending to 2 500 ft. At 2345 hours the crew informed the tower that they were in a position for reporting downwind for runway 34 and, on being asked by the control tower about their intention, they requested a clearance to proceed downwind. During this period the aircraft continued on a southerly heading towards a downwind position for a left-hand circuit for runway 34. Cairo approach control then cleared the flight to descend to circuit height for final approach to runway 34 and to change over to tower frequency 118,1 Mc/s for landing, At 2345 hours the crew reported that they would be turning on final and changing to tower frequency. The flight was then cleared to continue approach and to report on short final. It was given weather information for landing and was asked whether it was turning on to final. At 2348:30 hours the crew acknowledged: "affirmative" and finally, at 2348~55 hours, a scratching noise was heard on the control tower receiver and nothing further was heard from the aircraft. Six passengers survived while 121 other occupants were killed. The aircraft was totally destroyed.

Douglas C-47 Skytrain (DC-3)

While cruising in marginal weather conditions at an altitude of 9,000 feet, the airplane struck a mountain located near the Lowari Pass. Four passengers were seriously injured while 22 other occupants were killed.

Douglas C-47 Skytrain (DC-3)

The aircraft was on a proving flight when an unexpected situation occurred, forcing the crew to attempt an emergency landing at Paksey Airstrip near Pabna. All five crew members and eight passengers (Airline's officials) were uninjured while the aircraft was damaged beyond repair.

Vickers Viscount

The aircraft took off from Karachi at 14:30 GMT for a training flight. The aircraft returned to Karachi at 16:39 and took off again at 16:48 for further training. At 17:07 the crew were cleared to land. The aircraft (probably carrying out an ILS approach) was not properly lined up with the runway, so a go around was carried out. On the second time, the Viscount was seen flying very low over the runway with the engines no. 3 and 4 inoperative. During the overshoot, the Viscount yawed almost 90° to starboard, causing the right wing to strike a blast pen wall. The aircraft then crashed in flames. Two crew members were killed while the third occupants was injured. Christened 'City of Dacca', the airplane had been delivered just 5 months prior to the accident.

Vickers Viscount

After touchdown on a wet runway due to monsoon, the airplane skidded, veered off runway and lost successively its undercarriage and its right wing before coming to rest in a drainage ditch. All 43 occupants were evacuated safely while the aircraft was written off. Brand new, it was delivered four month ago.

Convair CV-240

The aircraft had landed at Palam at 1902 hours following an uneventful flight from Karachi. A thorough service check was carried out, and it was refuelled and loaded for the return flight to Karachi. The total take-off weight indicated on the load sheet was 41 589 lbs. The investigation revealed an error in the empty weight of the aircraft and the actual gross take-off weight was determined to be 41 319 lbs, which is 1 181 lbs less than the maximum permissible all-up weight. At 2018 hours the aircraft commenced its take-off run and was airborne at the latter half of the runway. Soon afterwards flames were observed at the western boundary of the airfield. The crash crew chief had watched the aircraft take-off. He saw the aircraft becoming airborne and then climbing to a height estimated by him to be 50 ft. He then noticed the landing lights pointing downwards and the aircraft losing height. He feared that a crash was imminent and immediately instructed the crew to proceed in that direction. At about this time the crash siren was sounded. The crash tender reached the site of the accident in about 7 to 8 minutes by which time the fire had reached large proportions. Fatal injuries were sustained by 4 members of the crew, 17 passengers and 2 others who were in the vicinity of the crash. Nine passengers and one other were seriously injured. The aircraft was destroyed by impact and fire.

Douglas C-47 Skytrain (DC-3)

After takeoff from Chittagong Airport, the airplane went out of control, went into a spin and crashed into the sea four km off the Charlakhi Island. All 24 occupants were killed. At the time of the accident, weather conditions were poor with thunderstorm activity.

Douglas C-47 Skytrain (DC-3)

The aircraft took off at 0820 hours West Pakistan Standard Time from Chaklala aerodrome on a charter flight to Gilgit. After landing at 1014 hours at Gilgit, the captain advised the passengers and ground staff that he would not carry passengers on the return flight due to the very bad weather conditions en route. At 1400, AP-ACZ departed Gilgit on the return flight and at 1410 was in wireless telegraphy communication with Gilgit aerodrome. At 1421, Chaklala passed on to the aircraft the latest MET observation and the transmission was acknowledged. Nothing further was heard from the aircraft until 1454 when the following SOS was picked up by the ground stations and two other aircraft: 'SOS APACZ INDUS mouth position trapped in bad weather, Indus mouth. Chaklala aerodrome acknowledged the SOS but failed to contact the aircraft. The flight crashed on the peak of Lash Golath mountain at a height of approximately 14,000 to 15,000 feet. All three crew members, the sole occupants, were killed.