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Meanwhile, the OSG valve became closed again as the last remaining flyweights began to break due to fatigue, causing the blade pitch to decrease and the propeller speed to accelerate. The sudden change in propeller speed generated sound that was loud enough for the crew to notice. As the flyweights were faced with an enormous resistance from the hardened rotation for another time, the flyweights were pulled up again, causing the plunger to go up as well and opening the OSG valve. The propeller speed started to decrease again. Minutes later, the torque of the left engine dropped to 0% in seconds and the captain declared that the left engine had failed. To prevent the propeller from windmilling, the crew had to feather the propeller. The crew then initiated the propeller feathering procedure, which involved the feather solenoid and the protection valve.
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valve. The valve has two modes; unprotected mode and protected mode. In the protected mode, the valve will open and oil from the overspeed line will pour in. As a result, the calculated pressure inside the OSG line will decrease, while a nearby chamber will record an increase in pressure. This difference in pressure will force the blade pitch to increase, thus reducing the speed of the propeller. In Flight 661, the line that connected the feather solenoid with the oil had been contaminated with debris of unknown origin. When the oil travelled through the line, it picked up the debris and caused it to clump together at a bottleneck. This restricted the oil flow to the feather solenoid, causing the protection valve to switch from the protected mode to the unprotected mode. Therefore, the propeller was not able to be feathered.
719:
1183:. Operational review from investigators revealed that some improvements were required in several fields, including the assembly and disassembly of engines, bearing inspection and material handling. However, as further analysis regarding the airworthiness of PIA's fleet was needed, a review from Pratt and Whitney was requested to compare the reliability of the ATR fleet/PW127 engines that had been operated under PIA. The result showed that PIA's ATR/PW127 engines had very low reliability compared to the other ATR fleet worldwide. Even when investigators compared PIA with other airliners in near similar operating environment, the reliability of PIA's ATR/PW127 engines were still considerably lower.
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843:'s Safety Investigation Board (SIB), vowing to "bring out the truth". He directed PIA officials to reach out to the families of the victims and to provide the necessary assistance for them. In the immediate aftermath, workers from PIA and CAA set up helpdesks and a hotline in Islamabad's Benazir Bhutto International Airport for relatives of the victims. Members of the media were reportedly barred from entering the airport. PIA management stated that attempts were being made to reserve 40 hotel rooms to accommodate grieving families who were waiting for the body identification process.
1104:. If the turbine had exceeded the 10,000 hours lifespan, there would be fractures on the blades. The issue had been reported since 2007, nearly 10 years before the crash. The company then issued a service bulletin in October 2015 for design renewal on the blades and the service bulletin was transmitted to every operator of the engine. The service bulletin stated that operator of the engine should replace the blades within the very first available opportunity to change it. Pakistan International Airlines confirmed that they knew about the service bulletin, but chose not to follow it.
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propeller to reach rotational speeds in excess of 120%. The highly variable propeller speeds resulted in rapidly changing aerodynamic characteristics. The propeller eventually settled into a very high-drag configuration. The ATR-42's behaviour was different from the 'typical' loss of a single engine and level flight became impossible. The report notes, "It was exceptionally difficult for the pilots to understand the situation and hence possibly control the aircraft." It was also noted that crew resource management was ineffective, but did not contribute to the accident.
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This put metal fatigue to the flyweights, one of which had broken off before the flight due to excessive stress. In Flight 661, the fractured blade caused metal flakes to enter the overspeed line, collecting itself near the overspeed valve. This put more stress to the flyweights as it hardened the rotation of the plunger. The excessive load pulled the flyweights upwards by a little, causing it to push the plunger upward by a bit, partially opening the OSG valve. The partial opening managed to decrease the propeller speed. At this point, the engine had not failed yet.
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absentia were held for
Chitral's popular district commissioner Osama Warraich and for other victims. Residents of Chitral were also shocked by the death of members of Chitral traditional royal family. Shortly after the crash, flights from Chitral were suspended. Flights were resumed on 10 December. Protests were reported in Chitral as protesters urged PIA chairman to step down in response to the crash and asked authorities to conduct judicial inquiry into the crash. A judicial inquiry was eventually filed by public following indications of company misconduct.
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overridden before by the contaminated overspeed line and thus it could not prevent the blade pitch from reaching low angle. The reverse angle, normally used for landing, generated massive drag with a value of around 2,000 pounds-force (8,900 N), seven times greater than the normal propeller drag in a single-engine operation. This further compromised the airspeed, causing it to continuously drop even though the lever of the right engine had been significantly advanced forward. By this point, it was impossible for the crew to maintain their altitude.
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altitude and became nearer to the mountainous terrain. Captain Janjua tried hard to level the wings and to avoid the mountains by making excessive right turn input and modulating the thrust on the right engine, but he didn't realize that by that time it was not possible anymore for the aircraft to fly over the mountains. The TAWS warned the crew on the impending collision with terrain, while the crew desperately tried to save the aircraft from the mountains by holding the altitude. In doing so, the airspeed continued to decay further.
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claimed that the aircraft was "technically sound", while PIA spokesperson Danyal Gilani further accused the media of "baseless accusation", stating that "it defies common sense that pilots will fly aircraft with defects". Analysis of the flight recorder data continued through
January 2017, with the reason why the aircraft was not able to safely land on the functioning engine still unknown. A one-page preliminary report of the Safety Investigation Board found a 'lapse' on the part of the PIA and a 'lack of oversight' by the PCAA.
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that there were gaps and loopholes in the monitoring and evaluation of aircraft airworthiness and safety spectrum and CAA was unable to identify the issues. The CAA was described by investigators as being unable to demonstrate proportionate conclusions, identify the trends and undertake proactive interventions. The report concluded that the oversight mechanism that had been established by PIA and CAA was inadequate or ineffective to identify weak areas within the system's scope.
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before it suddenly jumped to 120 – 125% in just 8 seconds. The cockpit crew initially didn't notice the change in the sound of the propeller, but when the propeller suddenly accelerated it took the crew by surprise as the noise quickly intensified, prompting
Captain Janjua to ask the crew about the sound. While he was asking, the sound continued to become louder and a massive drag force had just been generated on the left side of the aircraft.
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1237:, the government issued the 2019 National Aviation Policy bill which included the creation of an independent aircraft accident investigation body that would be called the Aircraft Accident Investigation Board (AAIB). The body would be completely independent from other government institutions and would not be under the order of the Civil Aviation Authority (CAA) anymore. Instead of reporting the result of the investigation to the
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immediately banked to the right at a large angle, taking the crew by surprise. The aircraft flipped over, barrel-rolled, and then plunged for 5,100 feet (1,554 m) with the right wing perpendicular to the ground. This lasted a total of 24 seconds. Panicking, the crew repeatedly tried to save the aircraft from rolling by deflecting the aileron to the left. They eventually managed to regain control and level the wings.
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beyond the lowest allowable angle and the propeller speed to accelerate. As all of the propeller feathering system had been compromised, the propeller could not be feathered properly and the airspeed continued to deplete. The unfeathered propeller on the left engine generated massive amount of drag. Additionally, the thrust was not symmetrical and thus the aircraft was pulled to the left.
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change the blades that had met the criteria for replacement. The second recommendation was issued in August 2019, following request by the NTSB and
Collins Aerospace. The recommendation stated that PIA should inspect all of the OSGs inside their ATR fleet and the OSGs should be sent to United States after said inspection, following discovery of an improper assembly.
940:, the crash of Flight 661 was the first ever crash investigation that would be conducted by an independent Safety Investigation Board. According to the decision that had been taken by authorities, the SIB would be separated from the control of CAA, which was operating under the Ministry of Defence. Instead, the SIB would report directly to the Aviation Division.
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were so terrified by the plunge that they couldn't have a structured discussion. Meanwhile, the speed of the left propeller had stabilized to under 5%. Despite this, a massive drag generated on the left side again as the blade pitch was in an angle that was close to a low pitch angle. The power lever was moved forward, but the airspeed kept decaying.
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turbine blades. The blades of the involved aircraft had accumulated a total of 10,004.1 hours, exceeding the threshold that had been set by the manufacturer, but PIA didn't replace them with the new blades. The aircraft was put back into service with the old blades. One of the blades eventually fractured, setting off the whole sequence of the crash.
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Akram initially were among the list of pilots who were suspected of having such dubious licenses, but the issue eventually became irrelevant to the cause of the crash as the AAIB concluded that the actions of the crew during the flight had been commensurate with their respective training and experience. The finding, however, was still concerning.
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trainee first officer to call the flight engineer in the cabin to the cockpit. He turned his attention back to the PA system to complete his announcement. After completing it, he asked the crew to read the checklist again. The crew decided to reset the PEC-1. By this time, the airspeed had dropped to 146 knots (270 km/h; 168 mph).
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was used during the improper assembly of the OSG had taken much more time and work than the normal technique. The maintenance hence was presumably done by someone who did not understand how to assemble the flyweights and the plunger, but did so anyway. The rotational pin of the plunger eventually snapped, damaging the flyweights.
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aircraft started to drift towards the left. Captain Janjua announced that they had lost the left engine and attempted engine feathering. The fuel flow to the engine was shut off and the engine was shut down. The crew successfully slowed the loss of airspeed. The speed of the left propeller then decreased, hovering at around 25%.
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the flyweights and usually rotates in tandem with the propeller, along with the flyweights and the rotating part of the overspeed governor. To rotate simultaneously in a safe manner, the plunger is equipped with rotational pin to connect it with the flyweights and the rotating part of the overspeed governor.
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operate on dangerous routes". Civil society organizations stated that the crash was caused by mismanagement and corruption within PIA. There were calls for the inquiry to be made public. In Chowk, people demanded an increase of the amount of compensations for the relatives of the victims to Rs10 million.
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hitting airflow eventually could not withstand the friction forces of the engine's turbine and the propeller suddenly stopped in its track. The sudden drop in propeller speed caught the crew by surprise, which caused the aircraft to barrel roll due to the excessive input that had been made by the crew.
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Another problem regarding the issuance of dubious pilots’ licenses began to appear as well. Irregularities on physical pilot attendance during licensing exams and recorded number of participants during a specific period of time gave rise to the suspicion. The names of
Captain Janjua and First Officer
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The logbook from 2008 to 2016 showed that there were several cases of inflight engine shutdown. Despite this, no proactive measures and further analysis had been taken by PIA or CAA. Investigators also noted that there were deviations from the procedure that had been issued by Pratt and
Whitney. Such
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Approximately 93 hours before the crash, the involved aircraft, AP-BHO, was brought into PIA maintenance facility for a repair. The engines were disassembled and the workers gained access to the turbine blades. According to the investigators, this was the very first opportunity for PIA to replace the
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The protection system of the overspeed governor will activate when the overspeed valve is opened. To open the overspeed valve, the aircraft is equipped with flyweights. In the case of an engine failure, these flyweights will open the valve by pushing a plunger upwards. The plunger sits directly above
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Following the crash, PIA received criticism of its practices and accusations that it did not investigate aircraft defects thoroughly enough. The mother of the ATR 42's first officer reported that he frequently mentioned to her that PIA's aircraft "are not fit to fly, and they should not be allowed to
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The crew didn't understand the reason for the aircraft's unusual behaviour. They noticed that their attempted feathering of the left engine earlier had failed and decided to try another attempt of engine feathering, but it failed again. In his effort to stabilize the flight, Captain Janjua added more
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While he was making the announcement, he was interrupted by the trainee first officer, who informed him that an alert of a mechanical fault on the
Propeller Electrical Control-1 (PEC-1) had suddenly appeared. Captain Janjua asked the crew to read the procedure checklist for such issue and ordered the
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Runway 20 at 15:38, with trainee first officer Ahmed Janjua as the pilot flying and
Captain Saleh Janjua as the co-pilot and pilot monitoring. The trainee first officer was flying for route familiarization, while another cockpit crew, First Officer Akram, was sitting at the back of the cockpit on the
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on the left side. The bizarre nature of the emergency that the crew faced eventually caused them to lose control. The investigation further revealed that faulty maintenance practices within PIA were to blame for such failures and the issue had been allowed to happen by weak oversight from the company
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While the left propeller was windmilling, the propeller also rotated the turbine of the left engine to the same direction. As the blade pitch became nearer to zero, the engine managed to absorb the forces that rotated the propeller, causing the propeller speed to decrease gradually. The force of the
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Back in the OSG, the flyweights had failed as the plunger had pushed through them. As it was not positioned at the top of the flyweights, the plunger could not be pushed by the flyweights anymore and as a result the OSG valve was closed and could never be opened again, enabling the blade pitch to go
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In principle, the activation of the feather solenoid will provide protection on the feathering process, ensuring that the propellers will always be feathered and thus preserving the airspeed. To activate the protection system, the feather solenoid will retrieve oil from the opening of the protection
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In
Chitral, where 20 of the passengers were residents of the town, town officials declared three days of mourning. Quran recitations were held across every mosques in Chitral. All public institutions, including schools, government offices and markets were closed in response to the crash. Funerals in
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According to an eyewitness, Mohammad Haroon, the aircraft flew at a very low altitude and made a high-pitched noise, flying in an erratic, up-and-down mode before crashing into the hillside. "There was a huge bang after the plane hit the mountainside and caught fire". Announcements were broadcast by
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The aircraft finally reached a dangerously low speed and the stall warning sounded again inside the cockpit. At 850 feet (259 m) above ground, the left wing completely stalled and the aircraft banked 90 degrees to the left, nosediving into the mountain. It slammed onto terrain at a speed of 138
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Seeing the oncoming mountain, Captain Janjua desperately tried to turn the aircraft to the right. He was successful as the aircraft gradually turned, but the airspeed continued to deplete, causing stall warnings to blare inside the cockpit. Immediately afterwards, the aircraft started to turn to the
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The crew was clearly traumatized by the incident as they could be heard hyperventilating and their voices were trembling. First
Officer Akram asked whether there was something wrong with the power. The other crew members were still confused about the exact cause of the aircraft's bizarre state. They
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Added with the fact that PIA had purposely not complied with the service bulletin that had been issued by the manufacturer, Pakistan's CAA, which was responsible for the oversight of the nation's aviation safety, was questioned on their oversight. The annual audits of PIA from 2014 to 2018 revealed
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Unfortunately, investigators could not determine when or where this unauthorized maintenance took place. The company stated that a set of tests had always been conducted on whether the produced components from the company were at an acceptable level. According to the review, this was the first time
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According to the manufacturer, Woodward Propellers, analysis regarding the aircraft's OSG components revealed that there was an improper assembly on the lower body of the OSG. According to the analysis, the components were forced to work altogether. The review further stated that the technique that
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Captain Janjua tried to stop the aircraft from turning to the left with great effort as the large drag on the left side had forced the crew to make large right input on the controls. The turn, however, became more uncontrollable and the airspeed continued to drop. The aircraft continued to lose its
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The heavy drag led the autopilot to be disconnected and caused the aircraft to start banking gradually to the left. The aircraft was then manually flown by the pilots. Due to the massive left drag, Captain Janjua had to apply excessive force to the rudder and aileron to keep the aircraft from being
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At 16:11 local time, Captain Janjua ordered First Officer Akram to request permission for the flight to descend and to make a mayday call. During this time, the speed of the left propeller was still relatively low, with an amount of below 25%. The speed then gradually increased to 50% in 26 seconds
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The alert appeared for the second time. First Officer Akram, who was sitting on the cockpit jumpseat, asked the throttle lever to be moved to 100% and to override the PEC, while Captain Janjua asked the trainee first officer to read the checklist once more. The lever was moved to 100% while the PEC
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The second part of the recommendations were given after the completion of the investigation. Among those, PIA was asked to ensure strict compliance with the issued service bulletin, to conduct improvements on weak areas in its MRO facility and to identify critical performance indicators within its
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The Propeller Electrical Control (PEC) sensed an anomaly on the propeller's speed and tried to change the blade pitch to increase the propeller speed. It failed to do so as the blade pitch was already controlled by the OSG, not the PEC. The PEC then sent messages regarding the failure to the crew.
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The pin inside the involved ATR-42 had broken off prior to Flight 661. Due to the broken pin, the plunger lost its connection with the propeller. The flyweights, however, were still able to rotate in tandem with the propeller. As a result, the corners of the plunger got caught with the flyweights.
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Early reports speculated that the failed engine exploded and compromised the airframe, leading to the crash, but they have not been substantiated. Manager of Chitral Airport stated that no fault was found inside the aircraft as it had been completely checked by ground workers. Chairman of PIA also
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personnel and helicopters were also sent to the area for search and rescue operations. Ambulances could not reach the crash site due to absence of road access. Rescuers had to carry the bodies down to the assembly point below. The remains were taken by air to forensic laboratories in Islamabad and
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The state of the aircraft's performance had largely degraded. It was impossible for the crew to reach Islamabad unless they put the aircraft into a gradual descent, even though they were flying over a mountainous area. The crew reluctantly descended the aircraft to preserve the remaining airspeed,
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Sadaf Farooq and Asma Adil. Captain Janjua was reported to be an experienced pilot with over 12,000 flight hours during his career. He was also a type-rated instructor for ATR aircraft. First Officer Akram was also an experienced pilot with over 3,600 flight hours on the ATR-42 while trainee First
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The crash was the starting point for the creation of an independent aircraft accident investigation body in Pakistan. Following multiple complaints from family members of the victims regarding the delayed release of the result of the probe, the government of Pakistan created a new bill. Under the
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The AAIB issued several recommendations to the involved parties. The first part was consisted of two urgent recommendations, which were issued during the progress of the investigation. The first recommendation was issued in January 2019, in which PIA was asked to inspect their entire ATR fleet to
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The debris inside the overspeed line was big enough that it could neither go through the filters nor a narrowing area inside the line. It was concluded that the debris had not originated from the metal flakes that had been produced by the failing engine. According to investigators, the debris was
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One of the blades inside the turbine had fractured at some point before 7 December flight. During the flight, the fractured blade generated vibration that travelled through the turbine shaft. The vibration enabled physical contact (rub) between components, one of which was the No. 6 seal bearing.
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A year after the crash, PIA, along with the Pakistani government, faced new accusations regarding the release of the probe and the payment of the compensations. One of the family members reported that PIA had forced the next of kin to sign a declaration which stated that they would not take legal
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Shortly after, the pilots began to notice an abnormal sound coming from the engines. The torque of the left engine rapidly dropped from 75% to 0%, while the speed of the left propeller quickly accelerated to 102%. The airspeed immediately dropped to 154 knots (285 km/h; 177 mph) and the
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In 2009, the aircraft was damaged during a landing attempt at Lahore, but was subsequently repaired and returned to service. It sustained an engine failure in 2014, but the engine was replaced and no further problems were reported. By the time of the crash, it had recorded more than 18,700 flight
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After the first plunge, the propeller speed managed to stabilize to a value below 5%. Despite this, the blade pitch had reached a value below zero, known as reverse angle. Such blade angle would have been prevented by the ATR-42 safety feature, the SLPS protection system. However, the system was
1018:
would decrease. Simultaneously with the decrease in blade pitch angle, the propeller speed would increase as the decrease of the propeller angle would cause the propeller to catch the wind more easily. If the propellers managed to get rotated by the airflow, these would endanger the flight as it
916:
Two days after the crash, another PIA pilot reportedly refused to fly an aircraft with a faulty engine. This was after several reports that PIA had a history of neglecting problems and of operating poorly overall as an airline. PIA responded that "it defies common sense that pilots and engineers
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The trainee first officer at the back, fearing another plunge, repeatedly advised the crew not to put the aircraft into a bank. He requested that the captain maintains an altitude of 5,200 feet (1,585 m). Captain Janjua attempted to comply, but had to reduce the rate of descent, causing the
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The faulty engine suddenly fixed itself as the speed of the left propeller dropped from over 120% to just around 25% in seconds. In an instant, the massive drag force on the left side of the aircraft vanished. As Captain Janjua made excessive right turn inputs on the control column, the aircraft
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that the company had ever received a faulty OSG as records from 1994 showed that there were virtually no reported similar complaints. Investigators concluded that it was unlikely, though not impossible, that the maintenance had been conducted by an untrained technician from Woodward Propellers.
1111:
While PIA was responsible for the maintenance of the engines, they were not permitted to conduct maintenance on the OSG of the aircraft, which included the flyweights and the plunger. Under PIA, the components were listed as repair abroad item, in which said components should be sent abroad for
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Group Captain Naeem Ashraf Mirza was tasked to carry out the investigation of this crash. He was very efficient and completed the investigation and presented accurate results. PIA announced that compensations of 500,000 rupees would be provided to the victims families. Officials stated that PIA
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The AAIB released the final report on 18 November 2020. The cause of the accident was a fracture of a turbine blade in the number one (left side) turboprop engine as a result of improper maintenance. This led to the initial engine failure. A fractured pin in the overspeed governor allowed the
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The complex nature of the crash led to the issuance of several recommendations, two of which were urgent enough that mentioned parties were asked to comply immediately. Following the discovery of loopholes within CAA oversight, AAIB ordered authorities to impose stricter monitoring regarding
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training system was asked to be revamped. While extremely remote, there were also fears from the investigators about the possibility of another similar crash in the future. The manufacturer of the aircraft, ATR, was asked to include a specific procedure to safely recover from the situation.
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of the left engine, a fractured pin inside the flyweights of the overspeed governor (OSG) of the left engine, and debris inside the overspeed line of the propeller valve module (PVM). All three defects had directly contributed to the aircraft's unusual behaviour during the accident.
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In accordance with PIA's policy, Captain Janjua took over the controls from the trainee first officer while First Officer Akram switched his seat with the latter pilot, becoming the co-pilot for the rest of the flight. Shortly after, Captain Janjua informed the controller in
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Contact between the turbine shaft and the bearing inflicted damage to the bearing, causing some metal flakes from the bearing to get in to the oil system of the engine. The engine finally degraded but it had not failed yet as the turbine was still able to produce power.
985:(PCAA) was said to have determined that the aircraft's left engine malfunctioned at an altitude of 13,375 feet (4,077 m). The pilot reported the engine failure at 16:12, which was followed by a rapid uncontrolled descent and the disappearance of the aircraft from
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According to the final report, the manufacturer of the aircraft, ATR, were to consider including a specific procedure in the future aircraft training programme, in case of possible similar aerodynamic features to that encountered by the crew of Flight 661.
893:, where he was laid to rest on 15 December. Thousands of people attended his funeral, which was provided with tight security. Senior armed officers, politicians and Pakistani celebrities were among the attendees. Meanwhile, his wife, Nayha, was buried in
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maintenance. The OSG had been maintained at least three times and the last maintenance was conducted in 2015. At the time of the accident, the flyweights and plunger were not functioning normally as the rotational pin of the plunger had snapped.
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Forty-two passengers, including two infants, were on board the aircraft. Thirty-nine were Pakistani citizens; the remaining consisted of one Austrian, one Chinese and one South Korean. The passengers included Pakistani singer-turned-preacher
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Despite claims from PIA chairman that the aircraft was airworthy and had been checked properly by their employees, the findings from the investigation revealed that the aircraft in fact had three pre-existing technical problems; a fractured
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pulled towards the left. Despite the huge input that he had applied, his efforts were in vain as the aircraft kept moving to the left. In addition, the airspeed was constantly decreasing, creeping towards the aircraft's stall speed.
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aircraft belonging to PIA to be grounded for inspection. Five ATR 42 and five ATR 72 aircraft were affected by the order. Flights that were using the ATR would be suspended. There were talks between PIA officials and
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airworthiness and flight safety operation. The cockpit resource management training system of PIA and the country was asked to be revamped. Improvements were also ordered for CAA relating to its oversight system.
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The flight manifest showed that there were five flight crew: 43-year-old Captain Saleh Janjua, 40-year-old First Officer Ali Akram, 26-year-old trainee pilot Ahmed Janjua (no relation to the captain), and two
974:. On 12 December, the nine members of the investigation team, three representatives from ATR, three from Pratt & Whitney Canada, and three from Pakistan, visited the crash site for wreckage examination.
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was put into a reset again for three times, but the fault stayed on. Failing to resolve the issue, they decided to switch off the PEC. Meanwhile, the airspeed started to increase due to the lever setting.
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In this figure, the plunger had pushed through the flyweights and didn't rest on top of the flyweights anymore. As a result, the plunger could not be pushed upwards and the OSG valve remained in closed
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The chairman of PIA, Azam Saigol, resigned six days after the crash citing personal reasons, though there were reports of him being pressured to resign. He was replaced by Irfan Elahi, previously a
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knots (256 km/h; 159 mph) and disintegrated. The aircraft crashed at about 16:15, leaving wreckage ablaze on the side of a hill between the villages of Saddha Batolni and Gug, near the
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managers of each district were asked to personally visit the houses of the next of kin. Government official stated that a total of 5.5 million rupees would be distributed to the relatives.
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which was continuously decreasing. As they became closer to the ground, the crew tried to decrease the rate of descent, but as a result, this increased the depletion rate of the airspeed.
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left again. Their airspeed was at 156 knots (289 km/h; 180 mph) and their altitude was at 5,280 feet (1,609 m), with merely hundreds of feet being left from the ground.
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The death of Junaid Jamshed and his second wife Nahya caused shock among Pakistani figures and public. On 12 December, his body was successfully identified. His body was flown to
366:(AAIB) published the result of their investigation. In the final report, the crash was described as a unique case and the first ever of its kind in the entire operational life of
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stated that they were considering a system review and also a possible improvements of the filtration inside the oil system to prevent it from being clogged by unwanted debris.
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As the findings indicated that there were errors during maintenance of the aircraft, further investigation was needed regarding the role of structural factors into the crash.
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1159:(MRO) facility in Karachi. The report described the PIA maintenance facility as one of the pioneers in the region to achieve high-level certification, including from the
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province about 90 kilometres (56 mi; 49 nmi) from the airport. The wreckage was reported to be strewn over an area about 2 kilometres (1.2 mi) across.
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If the engine failed to work properly, instead of being turned by engines, the propellers would be hit by the oncoming airflow from the front. When it occurred, the
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The crash was investigated by members of Safety Investigation Board (later changed into the Aircraft Accident Investigation Board). According to Pakistani newspaper
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airspeed to decrease and trigger the stick shaker. The crew then alerted the controller in Islamabad and declared multiple Mayday calls requesting priority landing.
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immediately offered his condolences to the families of the victims. During his address to the parliament, he ordered an inquiry to be made immediately under the
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A map showing the locations of the Chitral airport (CJL); Islamabad's Benazir Bhutto International Airport (ISB); and Havelian, the location of the crash site.
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about his intention to switch to Islamabad Control. The controller approved his request and asked the crew to report back once they had reached Islamabad.
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Cruising at FL135, the airspeed was stabilized at 186 knots. After everything was set, Captain Janjua decided to make an announcement to the passengers.
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action against PIA if they had received compensations from the airline. Approximately 20 families had not received the supposed compensations from PIA.
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On the evening of 8 December, the rescue operation was ended by officials as rescuers managed to recover all 47 victims from the crash site.
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local mosques to mobilise villagers, who rushed to the site to look for survivors but were unable to get close due to the heat of the fire.
955:
622:
269:
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1578:
52:
parts of the lead mention excessively how unusual the circumstances of the accident were, without actually explaining the exact causes.
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3279:
3228:
2117:
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2416:
2001:
1979:
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2301:
982:
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78:
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a few minutes later. However, the radio communication continued with radar even after disappearance from the screen of the radar.
3394:
2889:
2729:
2645:
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787:
633:
jumpseat to observe him as well. The weather in the region was fine and there was no recorded significant activity on the radar.
855:
819:
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1217:
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406:
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210:
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The OSG is included with flyweights and plunger. To open the OSG valve, the flyweights‘ "toes" will push the plunger upwards.
921:
2095:
1437:"FINAL INVESTIGATION REPORT INTO ACCIDENT OF PIA FLIGHT PK-661 ATR42-500 REG NO AP-BHO CRASHED NEAR HAVELLIAN ON 07-12-2016"
2191:
2026:
3416:
540:
Officer Ahmed Janjua joined PIA in 2014 and had accrued a total flying experience of more than 1,400 hours on the ATR-42.
528:
3695:
1515:
710:
thrust to the right engine several times, but his actions somehow aggravated the situation as it worsened the condition.
3742:
3483:
3166:
3009:
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1242:
1164:
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2779:
951:
874:
617:, to Pakistan's capital of Islamabad. The flight was scheduled for twice a week and was expected to take off at 15:30
367:
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was installed on the gearbox. However, investigators could not determine when or where such maintenance took place.
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859:
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All 47 passengers and crew members were killed in the crash. This was the seventh aircraft accident resulting in
757:
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who was flying with his wife and daughter, Deputy Commissioner of Chitral District Osama Ahmed Warraich and two
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959:
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According to the manufacturer of the engine, Pratt and Whitney, there was a known issue on the blades of the
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883:
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following an engine failure. All 47 people on board died, including singer-turned-preacher and entrepreneur
613:
Flight 661 was a flight from Chitral, the capital of Chitral District located in the mountainous region of
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1910:
1809:
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1957:
1935:
1442:. Aircraft Accident Investigation Board of Pakistan, Pakistan Civil Aviation Authority. 18 November 2020
1141:
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soon after the crash and it was sent to France for decoding. An initial report into the accident by the
241:
767:
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1301:
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879:
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409:(PIA) in 2007. The aircraft was part of the replacement aircraft for PIA's aging Fokker fleet.
3541:
3255:
2959:
1241:, which supervised the operation of the CAA, the AAIB would report the result straight to the
1221:
1023:. To prevent the blade pitch from reaching low angle and the propeller speed to go beyond the
2140:"Cricketers observe moment of silence for PIA crash victims before Quaid-e-Azam trophy final"
370:. A series of very unusual technical failures led to the sudden appearance of huge amount of
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536:
356:
100:
1487:
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978:
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254:
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sustained by PIA since 2000. Of the previous six, one resulted in fatalities; that of
413:
hours since joining PIA's fleet and had last undergone certification in October 2016.
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3535:
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also had an active role in the investigation as the propellers were made by US-based
917:
would fly an aircraft that does not meet safety standards and risk their own lives."
800:
380:
2570:
3594:
3452:
2528:"Aviation authority shares findings of black box report for Abbottabad plane crash"
1669:"Remembering Deputy Commissioner Osama Warraich — a champion for Chitral's welfare"
1462:
1172:
836:
827:
334:
3337:
2461:"Nine-Member Investigation Team Visits Pakistan International Airlines Crash Site"
1019:
would generate drag, causing the airspeed to decrease. The phenomenon is known as
1279:
3588:
3570:
3547:
3529:
2373:"Aviation secretary Irfan Ilahi made PIA chairman as top bureaucrats reshuffled"
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were also among the passengers. There were 20 local Chitral residents on board.
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who was traveling with his wife Nahya Junaid. Shahzada Farhad Azis, a member of
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805:
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402:
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190:
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165:
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273:
1374:"PIA plane crash: All 47 on board killed; Pakistani pop star among victims"
970:
was also involved in the investigation as the engines were manufactured by
1326:
1302:"Pakistani plane with more than 40 people aboard crashes in north: police"
3677:
3564:
3511:
2355:"Pakistan International Airlines chairman resigns days after plane crash"
2118:"Safety concerns: Petitioner seeks judicial inquiry into crash of PK-661"
1339:
42 (Male:31, Female:09, Infant:02) Including 02 Austrians and 01 Chinese
1176:
348:
143:
1547:"Pakistan mourns 47 killed in air crash, as investigators seek answers"
890:
326:
258:
2395:"Havelian air crash victims' relatives demand release of probe report"
1579:"Samples for DNA testing of three foreigners' bodies not yet received"
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deviations were documented or registered by CAA Airworthiness system.
2552:
2505:"Defies common sense that pilots will fly aircraft with defects: PIA"
2327:"Pilots, engineers flying faulty aircraft 'defies common sense': PIA"
2027:"All bodies of PK-661 crash victims identified, handed over to heirs"
1135:
CT-Scan of the involved PVM, showing debris inside the overspeed line
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2527:
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2235:
2213:
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1716:
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1633:"Junaid Jamshed, Pakistan's pop pioneer turned preacher, dead at 52"
2302:"PK-661: Mother says late first officer complained of unfit planes"
2002:"PIA announces Rs0.5 million compensation for PK-661 crash victims"
2192:"Stranded for a week: Flights resume to Gilgit as ATR clears test"
1463:"Crash: PIA AT42 near Abbottabad on Dec 7th 2016, engine problems"
1130:
1118:
1091:
1065:
1045:
1033:
826:
818:
766:
1980:"PK-661 crash: Airport, surrounding roads present chaotic scenes"
1885:"Plane Crashes In Northern Pakistan; 48 People Are Believed Dead"
1329:(Press release). Pakistan International Airlines. 7 December 2016
904:
announced that all 47 victims had been successfully identified.
3341:
3050:
2617:
2096:"Judicial inquiry: Protesters urge PIA top bosses to step down"
1802:"PIA plane crashes near Abbottabad, all passengers feared dead"
2214:"Thousands attend Junaid Jamshed's funeral prayers in Karachi"
29:
3783:
Airliner accidents and incidents caused by maintenance errors
3778:
Airliner accidents and incidents caused by mechanical failure
1835:"Pakistan opens probe into deadly plane crash that killed 47"
1140:
likely introduced into the overspeed line when the propeller
900:
On 16 December, Minister of State for Capital Administration
2417:"Safety Investigation Board to do first independent inquiry"
1352:"PIA Crash: All 47 Aboard Reported Dead, Blackbox Recovered"
3330:
in East Pakistan, now the independent country of Bangladesh
1647:"Chitral's accomplished paraglider lost in Dec 7 air crash"
1280:"Pakistan International Airways flight 'crashes in north'"
3773:
Airliner accidents and incidents caused by engine failure
340:. On 7 December 2016, the aircraft serving the route, an
1516:"Initial report says PK-661's left engine malfunctioned"
1123:
Suspected location of pin fracture inside the flyweights
3768:
Pakistan International Airlines accidents and incidents
2439:"ATR team to arrive in Islamabad to probe PK-661 crash"
823:
Ambulances were put on standby in response to the crash
405:, serial number 663, registration AP-BHO, delivered to
56:
1545:
Zahra-Malik, Mehreen; Hashim, Asad (8 December 2016).
1027:
value, the aircraft was equipped with a device called
858:, a moment of silence for the victims was observed in
722:
Illustration of the flight profile during the accident
105:
AP-BHO, the aircraft involved in the accident, in 2011
3693:
1155:
The aircraft was maintained by PIA in the airline's
854:
Prior to the commencement of the final match of the
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2596:"Govt to form new body for aerial accidents probe"
1540:
1538:
1536:
383:and airliner operation in the country. Pakistan's
2553:"Safety body blames PIA, CAA for 2016 air crash"
2258:"Junaid Jamshed's body identified: DC Islamabad"
2074:"PIA resumes flight operations on Chitral route"
1958:"PK-661 crash: PM vows to 'bring out the truth'"
1780:"PK-661: Pilots remembered as loving extroverts"
1167:had even provided services for countries in the
1909:Javed, Rashid; Ali, Manzoor (8 December 2016).
1904:
1902:
1862:"ATR crash is PIA's tenth hull loss since 2000"
1833:Shahzad, Asif; Ahmed, Munir (8 December 2016).
325:was a Pakistani domestic passenger flight from
2526:Bilal, Dawn.com | Mohammad (12 January 2017).
1509:
1507:
1505:
1321:
1319:
621:. The expected time of arrival in Islamabad's
364:Pakistan Aircraft Accident Investigation Board
3353:
3062:
2629:
2483:"Engine failure aside, fresh questions arise"
1828:
1826:
1605:"Passenger list of crashed PIA flight PK-661"
1573:
1571:
1569:
1567:
1096:Signs of fractures on the left engine turbine
401:The aircraft involved in the accident was an
8:
3758:Aviation accidents and incidents in Pakistan
3748:Accidents and incidents involving the ATR 42
3673:Pakistan International Airlines cricket team
3077:Aviation accidents and incidents in Pakistan
2162:"Pakistan grounds ATR fleet for inspections"
93:
3307:Pakistan International Airlines Flight 8303
3202:Pakistan Navy Breguet Atlantique shoot-down
2236:"Condolences pour in for victims of PK-661"
1936:"PIA crash victims to be identified by DNA"
1431:
1429:
1427:
1425:
1423:
1421:
1419:
1417:
1415:
1413:
1411:
375:and the nation's aviation regulatory body.
3360:
3346:
3338:
3288:Pakistan International Airlines Flight 661
3221:Pakistan International Airlines Flight 688
3194:Pakistan International Airlines Flight 544
3175:Pakistan International Airlines Flight 404
3135:Pakistan International Airlines Flight 326
3117:Pakistan International Airlines Flight 631
3069:
3055:
3047:
2980:Pakistan International Airlines Flight 661
2636:
2622:
2614:
2068:
2066:
2049:"Grief envelops Chitral after plane crash"
1717:"Grief envelops Chitral after plane crash"
1409:
1407:
1405:
1403:
1401:
1399:
1397:
1395:
1393:
1391:
781:Pakistan International Airlines Flight 688
420:
323:Pakistan International Airlines Flight 661
99:
94:Pakistan International Airlines Flight 661
92:
3099:Pakistan International Airlines Flight 17
2021:
2019:
79:Learn how and when to remove this message
3753:Aviation accidents and incidents in 2016
2280:"Junaid Jamshed laid to rest in Karachi"
1163:(EASA). PIA's MRO facility in Karachi's
882:to temporarily replace the ATR with PAF
717:
134:Loss of control due to maintenance error
3700:
3020:Russian Defence Ministry Tupolev Tu-154
2375:. The Express Tribune. 21 December 2016
2142:. The Express Tribune. 10 December 2016
2120:. The Express Tribune. 23 December 2016
1911:"Nation in grief over airliner tragedy"
1271:
1260:Atlantic Southeast Airlines Flight 2311
977:Investigators retrieved the aircraft's
808:for DNA testing to aid identification.
27:Aviation accident in Havelian, Pakistan
2680:U.S. Marine Corps helicopter collision
2576:. Civil Aviation Authority of Pakistan
2507:. The Express Tribune. 9 December 2016
2485:. The Express Tribune. 8 December 2016
2419:. The Express Tribune. 7 December 2016
2098:. The Express Tribune. 9 December 2016
2004:. The Express Tribune. 8 December 2016
1960:. The Express Tribune. 8 December 2016
1938:. The Express Tribune. 8 December 2016
1782:. The Express Tribune. 8 December 2016
1255:Atlantic Southeast Airlines Flight 529
831:Evacuation of the victims to Islamabad
786:Coincidentally, the crash happened on
668:
1760:Sadaqat, Muhammad (8 December 2016).
1161:European Union Aviation Safety Agency
922:secretary for Pakistan Civil Aviation
873:on 11 December, the PCAA ordered all
355:, and the Deputy Commissioner of the
7:
1739:"Remembering the crew of PIA PK-661"
1514:Ashgar, Mohammed (9 December 2016).
623:Benazir Bhutto International Airport
270:Benazir Bhutto International Airport
2850:Bell 525 Relentless prototype crash
1461:Hradecky, Simon (7 December 2016).
865:Following an incident involving an
3474:Allama Iqbal International Airport
1837:. Associated Press. Archived from
783:in 2006, in which 45 people died.
574:
521:Chitral's traditional royal family
25:
3315:Pakistan Army helicopter incident
2840:Russian MChS Ilyushin Il-76 crash
2790:CHC Helikopter Service Flight 241
983:Pakistan Civil Aviation Authority
714:First plunge and initial recovery
689:ATC recording during the accident
3763:December 2016 events in Pakistan
3715:
3703:
3395:East Pakistan Helicopter Service
3091:Korangi Creek Douglas DC-3 crash
2890:ASL Airlines Hungary Flight 7332
2710:Air Kasthamandap PAC 750XL crash
2646:Aviation accidents and incidents
943:Assistance would be provided by
788:International Civil Aviation Day
682:
625:was at around 16:40 local time.
587:
573:
557:
550:
34:
3479:Islamabad International Airport
3370:Pakistan International Airlines
2970:Indonesian Police PZL M28 crash
1157:Maintenance Repair and Overhaul
1050:Cross-sectional view of the OSG
856:2016 - 2017 Quaid-e-Azam Trophy
407:Pakistan International Airlines
338:Pakistan International Airlines
211:Pakistan International Airlines
2900:Southwest Airlines Flight 3472
2870:Lockhart hot air balloon crash
2830:Colombia army helicopter crash
1:
3417:Precision Engineering Complex
3280:Pakistan Army Mil Mi-17 crash
3229:Pakistan Army Mil Mi-17 crash
2800:Silk Way Airlines An-12 crash
1762:"Flight PK-661: No survivors"
1243:aviation division of Pakistan
529:Aircraft Maintenance Engineer
3484:Jinnah International Airport
3010:Afriqiyah Airways Flight 209
2930:American Airlines Flight 383
2920:Malta Fairchild Merlin crash
1354:. The Quint. 8 December 2016
1165:Jinnah International Airport
1029:the overspeed governor (OSG)
362:Four years after the crash,
2760:Magdalen Islands MU-2 crash
2730:Ecuadorian Army Arava crash
1282:. BBC News. 7 December 2016
835:Prime Minister of Pakistan
588:
558:
3799:
3738:2016 disasters in Pakistan
3151:Indian Airlines Flight 421
3143:Indian Airlines Flight 405
2990:Indonesian Air Force C-130
2690:Daallo Airlines Flight 159
2670:West Air Sweden Flight 294
2571:"National Aviation Policy"
1488:"PIA to dispose of Fokker"
1304:. Reuters. 7 December 2016
972:Pratt & Whitney Canada
860:Karachi's National Stadium
3325:
3110:Indian Airlines hijacking
3029:
2910:Skol Airlines Flight 9375
2661:
758:Pakistan Ordnance Factory
681:
676:
498:
484:
470:
456:
442:
429:
426:
423:
333:, operated by Pakistan's
119:7 December 2016
98:
2940:FedEx Express Flight 910
2282:. Dawn. 16 December 2016
2260:. Dawn. 12 December 2016
2216:. Dawn. 15 December 2016
2170:Flight Safety Foundation
2076:. Dawn. 10 December 2016
1649:. Dawn. 18 December 2016
48:may need to be rewritten
2770:Halim Airport collision
2720:True Aviation Flight 21
2397:. Dawn. 8 December 2017
2238:. Dawn. 8 December 2016
2166:Aviation Safety Network
2051:. Dawn. 9 December 2016
1719:. Dawn. 9 December 2016
1671:. Dawn. 8 December 2016
1327:"Flight PK661 Incident"
884:Hercules C-130 aircraft
166:34.005917°N 73.177933°E
50:. The reason given is:
3167:Death of President Zia
2860:Indian Air Force An-32
2820:Korean Air Flight 2708
2780:Sunbird Aviation crash
1810:The News International
1376:. CNN. 7 December 2016
1136:
1124:
1097:
1072:
1051:
1039:
997:Series of malfunctions
832:
824:
772:
771:View of the crash site
723:
3683:Evacuation operations
3431:Assets and facilities
2598:. The Express Tribune
2194:. The Express Tribune
2029:. The Express Tribune
1982:. The Express Tribune
1490:. Dawn. February 2003
1134:
1122:
1095:
1069:
1049:
1037:
830:
822:
770:
721:
3524:Shahid Khaqan Abbasi
3500:Mirza Ahmad Ispahani
3448:Peshawar planetarium
3272:Bhoja Air Flight 213
3000:Aerosucre Flight 157
2950:Alfa Indonesia DHC-4
2441:. The Express Trbune
902:Tariq Fazal Chaudhry
665:Struggle for control
605:class=notpageimage|
171:34.005917; 73.177933
3743:Abbottabad District
3605:Accidents/incidents
3577:Shakirullah Durrani
3438:Karachi planetarium
3264:Sun Way Flight 4412
3038:► 2017
3032:2015 ◄
2880:Emirates Flight 521
2810:EgyptAir Flight 804
2750:EgyptAir Flight 181
2740:Flydubai Flight 981
2700:Tara Air Flight 193
2361:. 13 December 2016.
1766:The Express Tribune
1467:The Aviation Herald
1239:Ministry of Defence
964:Woodward Propellers
938:The Express Tribune
880:Pakistani Air Force
417:Passengers and crew
357:District of Chitral
162: /
95:
3558:Managing directors
3443:Lahore planetarium
3248:Airblue Flight 202
3035:
2559:. 12 January 2019.
2172:. 12 December 2016
1841:on 8 December 2016
1691:"Shock and Horror"
1585:. 10 December 2016
1137:
1125:
1098:
1073:
1052:
1040:
833:
825:
773:
762:Khyber Pakhtunkhwa
724:
628:The aircraft left
615:Khyber Pakhtunkhwa
197:Aircraft name
187:Aircraft type
3691:
3690:
3542:Rao Qamar Suleman
3335:
3334:
3256:JS Air Flight 201
3044:
3043:
2960:LaMia Flight 2933
2335:. 9 December 2016
1697:. 8 December 2016
1613:. 7 December 2016
1222:Collins Aerospace
1088:Cause of failures
699:
698:
630:Chitral Airport's
537:flight attendants
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511:
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89:
88:
81:
61:lead layout guide
16:(Redirected from
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3161:(September 1986)
3159:Pan Am Flight 73
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1883:Chappell, Bill.
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966:. Subsequently,
908:Criticism of PIA
794:Rescue operation
690:
686:
685:
669:
640:Start of anomaly
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576:
561:
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177:
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126:
124:
103:
96:
84:
77:
73:
70:
64:
57:improve the lead
38:
37:
30:
21:
3798:
3797:
3793:
3792:
3791:
3789:
3788:
3787:
3728:
3727:
3726:
3716:
3714:
3704:
3702:
3694:
3692:
3687:
3661:
3600:
3553:
3488:
3462:
3458:Roosevelt Hotel
3426:
3422:Ispahani Hangar
3373:
3369:
3366:
3336:
3331:
3321:
3313:
3305:
3294:
3290:(December 2016)
3286:
3278:
3270:
3266:(November 2010)
3262:
3258:(November 2010)
3254:
3246:
3235:
3227:
3219:
3208:
3200:
3192:
3181:
3173:
3165:
3157:
3149:
3141:
3133:
3122:
3119:(December 1972)
3108:
3101:(February 1966)
3097:
3093:(December 1947)
3089:
3078:
3075:
3045:
3040:
3034:
3025:
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3017:
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2017:
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1963:
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1956:
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1941:
1939:
1934:
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1929:
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1201:
1150:
1090:
999:
979:flight recorder
934:
910:
817:
796:
760:in Havelian in
749:
716:
688:
683:
672:External videos
667:
642:
611:
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419:
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347:, crashed near
255:Chitral Airport
225:ICAO flight No.
217:IATA flight No.
170:
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3586:
3583:Zafar Chaudhry
3580:
3574:
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3555:
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3509:
3506:Rafique Saigol
3503:
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3404:
3399:
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3392:
3390:Orient Airways
3381:
3379:
3375:
3374:
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3333:
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3171:
3163:
3155:
3147:
3139:
3130:
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3124:
3123:
3121:
3120:
3114:
3112:(January 1971)
3106:
3095:
3086:
3084:
3080:
3079:
3076:
3074:
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3066:
3059:
3051:
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2153:
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2109:
2087:
2062:
2040:
2015:
1993:
1971:
1949:
1927:
1898:
1875:
1864:. Flightglobal
1860:Davies, Greg.
1852:
1822:
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1624:
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1233:government of
1229:
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1197:
1181:Southeast Asia
1149:
1146:
1089:
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933:
930:
909:
906:
871:Multan Airport
816:
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517:Junaid Jamshed
510:
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353:Junaid Jamshed
345:twin-turboprop
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107:
104:
87:
86:
43:The article's
42:
40:
33:
26:
24:
18:PIA Flight 661
14:
13:
10:
9:
6:
4:
3:
2:
3795:
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3572:
3569:
3566:
3563:
3562:
3560:
3556:
3549:
3546:
3543:
3540:
3537:
3536:Ahmad Mukhtar
3534:
3531:
3528:
3525:
3522:
3519:
3518:Azim Daudpota
3516:
3513:
3510:
3507:
3504:
3501:
3498:
3497:
3495:
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3372:
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3349:
3344:
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3329:
3324:
3317:(August 2022)
3316:
3312:
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3218:
3217:
3215:
3211:
3204:(August 1999)
3203:
3199:
3195:
3191:
3190:
3188:
3184:
3177:(August 1989)
3176:
3172:
3169:(August 1988)
3168:
3164:
3160:
3156:
3153:(August 1984)
3152:
3148:
3144:
3140:
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3132:
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1103:
1102:PW127 engines
1094:
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1004:turbine blade
996:
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960:United States
957:
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941:
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932:Investigation
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59:and read the
58:
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3636:
3595:Aijaz Haroon
3453:PIA Township
3407:Destinations
3327:
3287:
3274:(April 2012)
3137:(March 1981)
3102:
2979:
2600:. Retrieved
2590:
2578:. Retrieved
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2535:. Retrieved
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1839:the original
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1173:Central Asia
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837:Nawaz Sharif
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747:Final plunge
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525:sky marshals
513:
424:Nationality
411:
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368:ATR aircraft
361:
335:flag carrier
322:
321:
242:Registration
236:PAKISTAN 661
200:
90:
75:
66:
55:Please help
51:
47:
45:lead section
3657:Flight 8303
3597:(2008–2011)
3591:(1993–1996)
3589:Farooq Umar
3585:(1971–1972)
3579:(1968–1971)
3573:(1965–1968)
3571:Asghar Khan
3567:(1959–1965)
3548:Azam Saigol
3532:(2003–2005)
3530:Ahmad Saeed
3526:(1997–1999)
3520:(1986–1991)
3514:(1973–1978)
3508:(1972–1973)
3502:(1955–1962)
3493:Chairperson
3250:(July 2010)
3231:(July 2009)
3223:(July 2006)
3145:(July 1984)
3083:1940s-1970s
2176:12 December
1695:Daily Times
1589:10 December
1446:18 November
1169:Middle East
1021:windmilling
1016:blade pitch
435:Passengers
427:Fatalities
266:Destination
169: /
157:73°10.676′E
146:, Pakistan
3732:Categories
3652:Flight 740
3647:Flight 705
3642:Flight 688
3637:Flight 661
3632:Flight 544
3627:Flight 404
3622:Flight 326
3617:Flight 268
3309:(May 2020)
3282:(May 2015)
3196:(May 1998)
2339:9 December
2311:9 December
2306:www.geo.tv
1920:8 December
1868:8 December
1845:8 December
1815:7 December
1701:8 December
1617:7 December
1556:8 December
1525:9 December
1472:7 December
1380:8 December
1358:7 December
1333:7 December
1308:7 December
1286:7 December
1266:References
1235:Imran Khan
1199:Conclusion
806:Rawalpindi
581:Crash site
471:Pakistani
403:ATR 42-500
392:Background
342:ATR 42-500
305:Fatalities
289:Passengers
276:, Pakistan
261:, Pakistan
201:Hasanabdal
191:ATR 42-500
154:34°0.355′N
123:2016-12-07
3612:Flight 17
3412:PIA Cargo
1228:Aftermath
1148:Oversight
1071:position.
1025:overspeed
777:hull loss
443:Austrian
331:Islamabad
313:Survivors
281:Occupants
274:Islamabad
233:Call sign
3722:Pakistan
3710:Aviation
3678:PIA F.C.
3666:See also
3565:Nur Khan
3512:Nur Khan
3378:Services
2532:DAWN.COM
1806:The News
1741:. Geo.tv
1583:DAWN.COM
1249:See also
1177:Far East
815:Response
527:and one
457:Chinese
397:Aircraft
349:Havelian
207:Operator
182:Aircraft
144:Havelian
111:Accident
69:May 2024
3696:Portals
3385:History
2650: (
2648:in 2016
2602:18 July
2580:18 July
2511:18 July
2489:18 July
2467:18 July
2445:18 July
2423:18 July
2401:18 July
2379:18 July
2359:Reuters
2286:18 July
2264:18 July
2242:18 July
2220:18 July
2198:18 July
2146:18 July
2124:18 July
2102:18 July
2080:18 July
2055:18 July
2033:18 July
2008:18 July
1986:18 July
1964:18 July
1942:18 July
1891:19 July
1786:18 July
1745:18 July
1675:18 July
1653:18 July
1551:Reuters
1494:18 July
958:of the
891:Karachi
694:YouTube
327:Chitral
259:Chitral
131:Summary
121: (
3550:(2016)
3544:(2012)
3538:(2008)
3016:Dec 25
3006:Dec 23
2996:Dec 20
2986:Dec 18
2956:Nov 28
2946:Oct 31
2936:Oct 28
2926:Oct 28
2916:Oct 24
2906:Oct 21
2896:Aug 27
2866:Jul 30
2856:Jul 22
2826:Jun 26
2816:May 27
2806:May 19
2796:May 18
2786:Apr 29
2776:Apr 13
2756:Mar 29
2746:Mar 29
2736:Mar 19
2726:Mar 15
2706:Feb 26
2696:Feb 24
2676:Jan 14
2537:4 July
2463:. NDTV
1723:8 July
1635:. AFP.
954:. The
945:French
895:Lahore
867:ATR 72
655:Cherat
544:Flight
499:Total
430:Total
246:AP-BHO
228:PIA661
3402:Fleet
3299:2020s
3240:2010s
3213:2000s
3186:1990s
3127:1980s
2976:Dec 7
2966:Dec 3
2886:Aug 5
2876:Aug 3
2846:Jul 6
2836:Jul 1
2766:Apr 4
2716:Mar 9
2686:Feb 2
2666:Jan 8
2574:(PDF)
1887:. NPR
1440:(PDF)
438:Crew
220:PK661
142:Near
3467:Hubs
2652:2016
2604:2022
2582:2022
2557:Dawn
2539:2018
2513:2022
2491:2022
2469:2022
2447:2022
2425:2022
2403:2022
2381:2022
2341:2016
2332:Dawn
2313:2016
2288:2022
2266:2022
2244:2022
2222:2022
2200:2022
2178:2016
2148:2022
2126:2022
2104:2022
2082:2022
2057:2022
2035:2022
2010:2022
1988:2022
1966:2022
1944:2022
1922:2016
1915:Dawn
1893:2022
1870:2016
1847:2016
1817:2016
1788:2022
1747:2022
1725:2022
1703:2016
1677:2022
1655:2022
1619:2016
1610:Dawn
1591:2016
1558:2016
1527:2016
1520:Dawn
1496:2022
1474:2016
1448:2020
1382:2016
1360:2016
1335:2016
1310:2016
1288:2016
1220:and
1179:and
956:NTSB
950:and
372:drag
297:Crew
139:Site
116:Date
3328:(*)
3103:(*)
1218:FAA
1142:LRU
952:ATR
948:BEA
875:ATR
869:at
841:CAA
692:on
619:PST
596:ISB
566:CJL
508:47
502:42
480:44
385:CRM
329:to
3734::
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20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
