PK8303. After the CVR and DFDR, we'll know the sequence that led to this crash. One thing is certain that PIA needs to revisit their entire Flight Deck Crew training policy. Dig into crew's training files and investigate any lapse of SOPs, CRM, give training to all pilots 1/2

Of capturing glide slope from above. Increase the altitude of stabilisation from 500' VFR to 1000', with 1500' feet AGL to be fully configured, that is gear down and landing flaps, with approach speed selected. Flight Data Recorder to be downloaded on and off to monitor any 2/2

Any violation, the modern A/C can send real time data to the airline control centre where a red flag is raised when any plane is flown beyond the normal parameter. Flying 300 knots below 5000' AGL should be a thing of the past. Lastly the annual flight check and six monthly >>

>>Simulator check should be based on performance and not rely on Bhai bndee, contacts and favoritism. I must emphasis again that our Sim sessions are dated. We just practice engine fail, pressurisation failure and other hydraulic failure. Not saying they are not important! But>>

>What about upset recovery techniques, low level high level stall, G/S capture from above etc. Engine failure/Fire practice is necessary every six months but other emergencies should be repeated in a cycle form, meaning if you have praticed pressurisation failure, have it now>>

After 2 cycles, the next 2 cycles we can practice other emergencies and abnormal procedures like dual engine flame out, etc. HOT and HIGH means you are high on the profile which HE was and HOT is speed greater that the required target speed. Nobody is comfortable at 3500 feet at>

> 5 Miles to run..The EGPWS ( enhanced ground proximity warning system ) prevents the pilot to forget taking the gears and flaps. But then not completing your Landing Checklist is a gross violation to begin with. No fast during flight to be strictly implemented. May this crash>>

>> Be the last in our aviation history ameen. Let us learn from this and not brush it aside like the ATR crash in which my friend and our beloved Junaid Jamshed lost his life. May Allah give sabr to the grieving families

A voice clip by a trainer on A- 320 with his hand drawn graph is pretty accurate of what could have happened. When Capt opted for the missed approach, the call is " GO AROUND Flaps ". The pilot monitoring selects one notch flaps e.g from flaps 30 to 20. Checks for increase in

Thrust. Checks the positive rate, meaning the plane is climbing and then selects the gear lever to up. Now from ideal thrust to GO AROUND Thrust the turnine engines takes 5 to 7 seconds. In this time if the pilot monitoring selects flaps and doesn't wait for the climb and takes>

Gears up. The decreasing lift and thrust not increasing in time. The plane sank on the runway and impacted the engine pods. Skids and few seconds later thrusts increases and he lifts off. Oil leaks and engines seized. Thus both engines fail. Now in the news I am watching that he

Came with gears up... Let the final findings come out then.