The Swedish AAIB has published a preliminary report with factual findings as of now, while the search for more clues continues. Apparently 28 % of the wreckage (measured in weight) has been found so far. Unfortunately it's in Swedish only.
Report:
http://www.havkom.se/virtupload/repo...2012-05-10.pdf
My personal reflection of what has been concluded so far:
- HAZE01 was cleared to descend to FL70 and eventually 5000 ft (never read back as it coincided with time of accident) while being outside of controlled airspace, outside of radar coverage and over terrain with higher MORA. The report estimates FL70 being the same level as the point of impact with a QNH of 1000. From reading the report it seems the phraseology was legitimate, though confusing, basically allowing the crew to descend whenever they deemed fit. Other reported occurrences within the airforce with confusing descent clearances are touched upon in paragraph 1.18.8 of the report.
- In paragraph 1.19.6 the AAIB has interviewed people within the Norwegian Airforce. The following information has been brought out:
1) The pilots generally assume that ATC is responsible for terrain separation while flying IFR on a Flight Level
2) The pilots are not aware that Flight Levels need to be corrected for variations in atmospheric pressure
3) The pilots are not aware it's their responsibility to determine lowest useable Flight Level with regards to actual or forecasted QNH
- A series (14 total) of reference flights has been made in good weather to see the reaction of the TAWS. In "normal mode" the TAWS seem to have reacted in a timely manner with Cautions and Warnings. In "tactical mode", supposedly with better resolution than normal mode, no Cautions or Warnings were obtained until passing the point of impact. However tactile mode not available north of latitude N60. Should be mentioned that the reference flights were abandoned approximately 1 nm before the ridge. It's described in paragraph 1.19.10
EDIT: Added some relevant pieces of information