After watching these so-called aviation experts on electronic media as well as social media, I came down to the conclusion that we as a nation are experts in every field except in our own job. After seeing and listening to these experts' audio messages on TV and on social media, I decided to respond. Being an Ex-Airforce and having lots of commercial airline hours, a TRE and SFE on A320, having experience of 3 airlines including a reputed foreign airline with whom I am still working. First of all, I would like to request that these so-called aviation experts should be stopped by PEMRA and action should be taken against channels who are bringing them on screen without checking their qualifications as an expert in that field. Regrettably, I can't see any aviation expert tv anchor or reporter in Pakistan electronic media at the moment but the way they report things on aviation made Pakistan a laughing stock in the aviation world. Will these colleagues of mine from airforce who became aviation experts overnight ever gave their expert opinions on airforce crashes?? What about the Bhoja crash in which one of our colleagues was involved when all PIA flights diverted to Lahore but he tried to land the ill-fated B737 in Islamabad killing all on board??
Here are a few questions that can only be answered after the decoding of Black Box, DFDR, Cockpit voice recorder which I heard still missing.
None of us have no information that what was the reason that the pilot came high on Approach?? Was that DIRECT TO by Radar which they usually do it without calculating the distance and height required formula?? or The pilot forgot to remove the height restriction at SABEN the new waypoint carrying a restriction of FL070 (7100ft) which is 10NM from the threshold?? or they were involved in some technical issue (Nose wheel problem) and using other VHF, communicating to EMOD which is the company engineering helpline and not realizing the high approach??
The "ding ding" sound in the background which even the international youtube experts saying the sound of unsafe landing gear (Gears are not down) is actually the sound of an airspeed exceedance which means when they dived to get on to the approach profile, they exceeded the VFE (flaps structure speed for that particular flap configuration). Flaps unsafe warning is an aural warning which is TOO LOW FLAPS by EGPWS and starts transmitting when crossing 800ft RA so they were not below that height when the communication was made (Ding Ding in the background was heard).
Why couldn't they go around earlier is a question?? Were they involved in the gear issue drifting from CRM and SOP?? (One can drift from SOP if it is announced and discussed earlier)
When they GO AROUND due to unstable approach (High on speed), why the aircraft sank which is the reason of engine scrubbing the runway surface (as per one of the ATC controller point of view)?? was that the early gear retraction or flaps by the first officer which resultant in a sink (Mushing)?? Did they repeated the Emirates 777 crash scenario due which it crashed on the runway??( The first officer retracted the flaps whereas they were high on speed during the flare and when the GO Around was initiated it sank and crashed on the runway)
The scrubbing of engines pot (Aircraft engines were spooling to get the desired power when Go Around was initiated) caused the damage to the Oil sump which is exactly below the engines, resulting in oil leakage which may later be the cause of both engines seizure. One of the eyewitnesses saw one engine on fire when it was turning on heading 110 given by ATC (Over Sharah-e-Faisal in eyewitness language) could be damaged fuel line which runs through oil to keep oil cool and make fuel warm, which may have caused the fire and shutting of one engine and not announced to ATC.
When ATC had the idea of aircraft belly touching the runway (Which later on changed to engines scrubbing the runway) which can be confirmed by ATC transcribe that are you doing BELLY LANDING?? then why they kept the aircraft on heading and telling them to climb to 3500ft?? Pilot turning left on its own confirms the professional capability of ATC who were unaware of their responsibility by keeping the aircraft on heading whereas after the aircraft hitting the runway surface which they knew, could've been avoided and kept the aircraft on short vectors close to airfield??
One thing which is assured that they were not in a panic which can be confirmed in their communication with ATC.
Why the CAA Fire Tenders kept on waiting for the gate keys for at least 15 mins on the Malir roadside gate (2 mins drive from the accident site) which could've been avoided and few precious lives could've been saved??
Why the airfield was not closed when the accident occurred?? (Emirates 777 landed after that crash)
Now coming on to these aviation experts who kept on airing themselves on electronic media and writing on social media without disclosing their names especially Mr. Asim Nawaz, his son and his son in law.
Mr. Asim Nawaz, an Ex-Airforce (My colleague) was hired on contract in PIA as a B747 first officer who flunked his check but was cleared on bare minimum standards on the request of one of our airforce colleague who now retired from PIA as a Capt. The remarks of the check Capt was that "Issey jahaz orraney k illawa sub kuch atta hey). He was cleared because he was coming as a first officer or else he couldn't have made it if he was coming for command.
His inquiry report is still in CAA where he was accused and found guilty for Shaheen A320's engine surges which were due cost index changes fictiously done by him which is the sole responsibility of Engineering and decided by the airline themselves.
He is telling our colleagues of airforce on WhatsApp groups that my son was selected in Emirates but he refused to join due to the Emirates environment which he doesn't like is merely a LIE. His son will be the first pilot in the world who once selected refused to join one of an airline for which a pilot ever dreamed of.
That can be again confirmed from his multiple letters writing to PM
Pakistan, to Airforce chief, to Army chief, and using his influence on CEO PIA Mr. Arshad Malik due which a rift was created between PIA management and PIA Pilots (PALPA).
The recent attacks on PIA Pilots by these so-called aviation experts on every forum including social and electronic media, directly or indirectly through our other ex-Airforce colleagues, shows their desperate attempt to be inducted in PIA and for that, they are defaming few CAA Inspectors also who knows the actual standards of their professionalism as an airline pilot.
Now about the formation of the investigation board !!!
These PAF active members can only investigate the Structural/Mechanical aspects of the crash but not the human error relating to A320 procedures as well as the Technical aspect of A320. For the investigation, they should include at least an SFE of A320 on that constituted board. This investigation requires more of an A320 expert opinion/suggestion than any other expert.
In the last, I would like to request all these Social Media warriors and self-proclaimed aviation experts to calm down till the Black Box data is decoded and all these missing dots are joint to get the exact picture.
