Turkish A310 incident
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Once again you fail to read. Must I type it out in some Eastern language for you. And the RAT reply was not to me. As it stands,nobody knows what failures they had and all is speculation. All I did was voice my opinion and the incorrect information stated. You still fail to reply to any of my comments. None the less, you lack a lot between your ears. Leave me to my opinions and you watch for a report on the incident. And in simple English for you. I was not the ATC with the incident, but flight crew who happens to have an Airbus rating along with other jets. And my opinion stands, doesn't mean i'm not happy they landed safe. Felt they could've done more. As earlier posts suggested, they will walk the red carpet and face their Chief Pilot, least they are alive. As i said, you don't know a lot more information from that night. A loss in aviation is a loss to all. Go learn to read, A B C D.............., then you can read other forums which question the ability of the crew even further. Then again, you know better and heard everything that happened from there in Asia. Regards, "pacplyer" aka "
I know it all"
And with regards to the RAT, I am not familiar with the A310 so will believe what the others have posted. But on my series Airbus I am rated on, it is used for both Green and Blue Lo Lvl Hydraulics, all engine failure and is required for the Emergency Generator which in turns supplies Electrics to certain elements on the DC, AC and ESS buss.
I know it all"And with regards to the RAT, I am not familiar with the A310 so will believe what the others have posted. But on my series Airbus I am rated on, it is used for both Green and Blue Lo Lvl Hydraulics, all engine failure and is required for the Emergency Generator which in turns supplies Electrics to certain elements on the DC, AC and ESS buss.
Last edited by glorified bus driver; 21st Aug 2008 at 15:20.
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I am not in ATC,and i will stand by my statement they were clowns ,although there was nothing to laugh about. THEY WERE ENDANGERING MY LIFE AND THAT OF OTHERS!
The fact they landed was merely a miracle.
The fact they landed was merely a miracle.
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Capt Manuver said:
Hmmm, got to thinking about your post here Capt Manuver. What are the chances of two "clown" crews getting lost like "glorified bus driver" and his sock puppets want us to believe in the same week in the same area?
I don't know about the A330, but the A310 was notorious for 100 mile map shifts if you left it in auto update. Most 310 drivers did not know how to disable that function since it was weird and not published well by airbus, and so flight departments relied instead on the honeywell fms update load "blackballing" known erroneous third world nav ground stations. Damnedest design in the world to not verify that the ident was good like old pilots used to do before they would trust a station! But that's how Airbus designed the thing. I once had an 18nm map shift on approach into a mountainous region. After the auto-update and cross-talk, the map showed us subterranean (inside of mountains 3000 feet higher than us!)
Needless to say, Raw data rules down low in the terminal area!
The only way enroute to disable it from grabbing a bad station and hopelessly getting you lost if a commie DME station was trying to do that to you was to take both "VNI" switches to the "VOR" position and then manually clear out stations on the update page on the fms (and it wasn't responsive; and usually took several attempts.)
If you didn't do this, any manual update that you accomplished could be over-ridden by the commie station if you weren't careful. But this knowledge was only on one small table in the manual with no text accompanying it on our books.
The above are all just my opinions only.
pac
Lexxie747,
I heard about that one from pilots who were there, and there was another interesting one a few days later. MEA A330 from ACC-LOS that lost all navigation equipment and was all over the place. We were holding 1300ft above them yet we have to avoid them running into us. Luckily the wx was nice, but it still took the intervention of other aircraft around who gave them directions b4 they could find the runway and land in lagos. GPWS warnings could be heard in the background when they made atc transmissions.
What would make such high tech machines loose all ability to navigate, or is it the crew that have issues?
I heard about that one from pilots who were there, and there was another interesting one a few days later. MEA A330 from ACC-LOS that lost all navigation equipment and was all over the place. We were holding 1300ft above them yet we have to avoid them running into us. Luckily the wx was nice, but it still took the intervention of other aircraft around who gave them directions b4 they could find the runway and land in lagos. GPWS warnings could be heard in the background when they made atc transmissions.
What would make such high tech machines loose all ability to navigate, or is it the crew that have issues?
I don't know about the A330, but the A310 was notorious for 100 mile map shifts if you left it in auto update. Most 310 drivers did not know how to disable that function since it was weird and not published well by airbus, and so flight departments relied instead on the honeywell fms update load "blackballing" known erroneous third world nav ground stations. Damnedest design in the world to not verify that the ident was good like old pilots used to do before they would trust a station! But that's how Airbus designed the thing. I once had an 18nm map shift on approach into a mountainous region. After the auto-update and cross-talk, the map showed us subterranean (inside of mountains 3000 feet higher than us!)
Needless to say, Raw data rules down low in the terminal area!
The only way enroute to disable it from grabbing a bad station and hopelessly getting you lost if a commie DME station was trying to do that to you was to take both "VNI" switches to the "VOR" position and then manually clear out stations on the update page on the fms (and it wasn't responsive; and usually took several attempts.)
If you didn't do this, any manual update that you accomplished could be over-ridden by the commie station if you weren't careful. But this knowledge was only on one small table in the manual with no text accompanying it on our books.
The above are all just my opinions only.
pac
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The rescue of Turkish Airlines Flight 1123
The rescue of Turkish Airlines Flight 1123
By Simon Hradecky, created Monday, Sep 22nd 2008 15:42Z, last updated Monday, Sep 22nd 2008 15:44Z www.avherald.com
By Simon Hradecky, created Monday, Sep 22nd 2008 15:42Z, last updated Monday, Sep 22nd 2008 15:44Z www.avherald.com
Capt. Salim M. Verjee (Photos: Salim Verjee and Kenya Airways) On August 14th 2008 a Turkish Airlines Airbus A310-300, registration TC-JDA, was performing flight TK1123 from Istanbul (Turkey) to Lagos (Nigeria) with 196 passengers, but went missing while on approach to Lagos at around 10pm Lagos local time. The airplane later landed at the airport of Lome (Togo), about 120nm (nautical miles) west of Lagos.
The Civil Aviation Authority of Togo reported the following day, that the airplane had lost all navigation instruments and communication radios, so that the commander decided to turn west along the coast knowing, that they had chances to visually find the airports of Cotonou (Benin), Lome (Togo) or Accra (Ghana). An Air France flight taking off Lome had prompted, that the runway lights at Lome were switched on, enabling the Turkish Airlines crew to see the runway. As TK1123 descended and maneouvered very low over Lome in order to not loose sight of the runway again, the tower controllers understood the airplane was in trouble. TK1123 landed safely on Lome's runway, the crew not knowing, where they had actually touched down.
Turkish Airlines confirmed the report by Togo's CAA and continued, that a maintenance crew was flown to Lome to examine the aircraft and identify the cause of the failure, but "nothing important" was found. The airplane then flew to Lagos and performed the return flight TK1124 to Istanbul with 182 passengers, arriving in Istanbul on August 16th.
After The Aviation Herald published that initial report (see also Incident: Turkish Airlines A310 near Lagos on Aug 14th 2008, failure of all navigation instruments and radios), two independent listeners on the frequency of Accra (Ghana) wanting to remain unnamed reported, that the crew of TC-JDA could be heard on Accra's frequency 130.90 MHz (VHF) until touchdown in Lome (around 90nm east of Accra), suggesting that at least one VHF radio remained available to the crew of flight TK1123. The crew was in radio contact with Accra's Air Traffic Control and several other flights, especially a Kenya Airways flight. The listeners reported the quality of transmissions as generally good (signal quality mostly between 4 and 5, occasionally down to 3 - 5 being very good and 1 being very poor), however contact between Accra and TK1123 was lost temporarily several times, presumably because TK1123 flew too low. Kenya Airways acted as a relay in these situations.
No transmissions from TK1123 were heard on the emergency frequency 121.50 MHz or the broadcast frequency 126.90 MHz.
Accra wasn't able to locate the airplane on their radar, neither as primary nor secondary target. Both Accra and Lagos have (primary) radar facilities, which are described as rather good in comparism with other locations around Africa.
Both listeners said, that the Kenya Airways crew had become very instrumental and decisive in the rescue of the Turkish Airlines Airbus A310.
Based on those listener reports The Aviation Herald contacted Kenya Airways as well as Turkish Airlines asking for interviews with the crews. Turkish Airlines responded, that they won't comment this flight at this time due to the ongoing investigation. Kenya Airways established contact and permitted The Aviation Herald to conduct an interview with their flight crew, Captain Salim M. Verjee and First Officer John Mwaura, who were piloting their Boeing 737-700 as flight KQ513 from Dakar (Senegal) via Bamako (Mali) to Nairobi (Kenya) and tuned Accra's frequency 130.90 MHz on their leg to Nairobi.
Captain Verjee told The Aviation Herald in the interview, that after joining the Accra frequency overhead NANGA (boundary in the northwest between Burkina Faso and Ghana) he heard an Egypt (?) Air asking Turkish 1123, if he was in visual meteorological conditions (VMC) at 5000 feet and if he could see the landing lights of Egypt Air at 10000 feet in VMC. "I thought, it was a little weird to hear such a conversation between two flights on an active ATC frequency. It then dawned on me after a few more exchanges, that the Turkish 1123 was unsure of his position as he had lost some critical navigation equipment and had just done a go-around in Lagos a little while ago."
Accra could not see TK1123 on their radar, neither as secondary nor primary target. During the exchanges TK1123 descended to 2000 feet to search for an airport or town.
The communication between TK1123 and Accra was hampered by other aircraft calling in e.g. asking for different flight levels, while TK1123 could be heard "piping in requesting assistance: 'Accra, please help us!'" This prompted Captain Verjee to chime in: "Can you please just keep quiet, Turkish has declared an emergency! Leave the frequency open for him!", which silenced 10 to 15 flights on that frequency.
Upon request of remaining endurance TK1123 reported, that they had fuel left for about 30 minutes. Capt. Verjee made a mental note, that it was 10 minutes past the hour, so TK1123 would run out of fuel at 40 minutes past the hour. He couldn't recall the hour though.
Capt. Verjee then suggested to Accra to have the airport fire up flares (knowing that a military base is close by the airport), suggesting that 1123 would definitely see them. "Yes, Yes, please, send the flares!" was the response from TK1123. Accra acknowledged and thanked for the suggestion. A few minutes later 1123 asked, what had happened to the flares, and commented, that they saw ships around them.
The crew of KQ513 was now pondering about where TK1123 might be about. Capt. Verjee was concerned, that his suggestions may distract or mislead TK1123, but F/O Mwaura argued, that he should go ahead as TK1123 wouldn't have a chance anyway. The information, that TK1123 saw ships around them - upon request also confirming to see water all around - convinced Capt. Verjee, that TK1123 must have been south of the coast somewhere in the vicinity of the Bight of Benin, so he suggested, that TK1123 should turn north using their standby compass and they'd soon see the lights of the coast line. TK1123 acknowledged and turned north.
KQ513 then checked, whether TK1123 would have an ADF (Automatic Direction Finder, the needle of which points towards a tuned radio station) and provided the frequency 409kHz of the Accra NDB (Non-Directional Beacon), but TK1123 responded, that their ADF had failed as well.
Time was running, F/O Mwaura looked at his clock and realised, that only 10 minutes endurance were left. "You have only 10 minutes endurance left, right?" TK1123 agreed.
Capt. Verjee suggested now, that TK1123 should prepare for ditching in close proximity to those ships before they'd run out of fuel. They'd be better off, if they did a controlled ditch with the ships being able to immediately provide assistance, rather than after engines flaming out. TK1123 acknowledged.
Time was rapidly approaching 40 minutes past the hour. Suddenly TK1123 came over the radio: "I see lights!"
TK1123 asked KQ513 to relay to Accra, that they should flash the runway lights. Accra confirmed, that they were turning their runway lights off and on, but TK1123 couldn't see the runway.
A few seconds later TK1123 "blurted out they'd seen a runway". Accra asked KQ to relay, that TK1123 was cleared to land on either runway 21 or 03, winds were 210 at 10 knots. Then the frequency was kept quiet to not distract TK1123 during their landing.
After a while, 42 minutes past the hour, Capt. Verjee asked: "1123, have you landed?" and received a "YES!"
"You have NO IDEA how my first officer nor myself felt that instant ... It was a feeling that'll remain with us forever and is something, I can't explain! IT'S A SPECIAL FEELING!" Capt. Verjee described the emotions on board of KQ513 immediately after that exchange.
Capt. Verjee relayed to Accra, that TK1123 had landed, to which the puzzled reply was "Not in Accra, they haven't!"
After a short time Accra came back asking KQ513 to tell TK1123, that they had landed in Lome and the frequency there was 120.7.
"We nearly died of laughter imagining Lome tower's surprise seeing an Airbus land without any communication whatsoever. The laughter was more of a relief over the good outcome though!" Capt. Verjee closed his account of that night.
The Aviation Herald wishes to express congratulations, respect and thanks to Captain Salim M. Verjee and First Officer John Mwaura!
The Civil Aviation Authority of Togo reported the following day, that the airplane had lost all navigation instruments and communication radios, so that the commander decided to turn west along the coast knowing, that they had chances to visually find the airports of Cotonou (Benin), Lome (Togo) or Accra (Ghana). An Air France flight taking off Lome had prompted, that the runway lights at Lome were switched on, enabling the Turkish Airlines crew to see the runway. As TK1123 descended and maneouvered very low over Lome in order to not loose sight of the runway again, the tower controllers understood the airplane was in trouble. TK1123 landed safely on Lome's runway, the crew not knowing, where they had actually touched down.
Turkish Airlines confirmed the report by Togo's CAA and continued, that a maintenance crew was flown to Lome to examine the aircraft and identify the cause of the failure, but "nothing important" was found. The airplane then flew to Lagos and performed the return flight TK1124 to Istanbul with 182 passengers, arriving in Istanbul on August 16th.
After The Aviation Herald published that initial report (see also Incident: Turkish Airlines A310 near Lagos on Aug 14th 2008, failure of all navigation instruments and radios), two independent listeners on the frequency of Accra (Ghana) wanting to remain unnamed reported, that the crew of TC-JDA could be heard on Accra's frequency 130.90 MHz (VHF) until touchdown in Lome (around 90nm east of Accra), suggesting that at least one VHF radio remained available to the crew of flight TK1123. The crew was in radio contact with Accra's Air Traffic Control and several other flights, especially a Kenya Airways flight. The listeners reported the quality of transmissions as generally good (signal quality mostly between 4 and 5, occasionally down to 3 - 5 being very good and 1 being very poor), however contact between Accra and TK1123 was lost temporarily several times, presumably because TK1123 flew too low. Kenya Airways acted as a relay in these situations.
No transmissions from TK1123 were heard on the emergency frequency 121.50 MHz or the broadcast frequency 126.90 MHz.
Accra wasn't able to locate the airplane on their radar, neither as primary nor secondary target. Both Accra and Lagos have (primary) radar facilities, which are described as rather good in comparism with other locations around Africa.
Both listeners said, that the Kenya Airways crew had become very instrumental and decisive in the rescue of the Turkish Airlines Airbus A310.
Based on those listener reports The Aviation Herald contacted Kenya Airways as well as Turkish Airlines asking for interviews with the crews. Turkish Airlines responded, that they won't comment this flight at this time due to the ongoing investigation. Kenya Airways established contact and permitted The Aviation Herald to conduct an interview with their flight crew, Captain Salim M. Verjee and First Officer John Mwaura, who were piloting their Boeing 737-700 as flight KQ513 from Dakar (Senegal) via Bamako (Mali) to Nairobi (Kenya) and tuned Accra's frequency 130.90 MHz on their leg to Nairobi.
Captain Verjee told The Aviation Herald in the interview, that after joining the Accra frequency overhead NANGA (boundary in the northwest between Burkina Faso and Ghana) he heard an Egypt (?) Air asking Turkish 1123, if he was in visual meteorological conditions (VMC) at 5000 feet and if he could see the landing lights of Egypt Air at 10000 feet in VMC. "I thought, it was a little weird to hear such a conversation between two flights on an active ATC frequency. It then dawned on me after a few more exchanges, that the Turkish 1123 was unsure of his position as he had lost some critical navigation equipment and had just done a go-around in Lagos a little while ago."
Accra could not see TK1123 on their radar, neither as secondary nor primary target. During the exchanges TK1123 descended to 2000 feet to search for an airport or town.
The communication between TK1123 and Accra was hampered by other aircraft calling in e.g. asking for different flight levels, while TK1123 could be heard "piping in requesting assistance: 'Accra, please help us!'" This prompted Captain Verjee to chime in: "Can you please just keep quiet, Turkish has declared an emergency! Leave the frequency open for him!", which silenced 10 to 15 flights on that frequency.
Upon request of remaining endurance TK1123 reported, that they had fuel left for about 30 minutes. Capt. Verjee made a mental note, that it was 10 minutes past the hour, so TK1123 would run out of fuel at 40 minutes past the hour. He couldn't recall the hour though.
Capt. Verjee then suggested to Accra to have the airport fire up flares (knowing that a military base is close by the airport), suggesting that 1123 would definitely see them. "Yes, Yes, please, send the flares!" was the response from TK1123. Accra acknowledged and thanked for the suggestion. A few minutes later 1123 asked, what had happened to the flares, and commented, that they saw ships around them.
The crew of KQ513 was now pondering about where TK1123 might be about. Capt. Verjee was concerned, that his suggestions may distract or mislead TK1123, but F/O Mwaura argued, that he should go ahead as TK1123 wouldn't have a chance anyway. The information, that TK1123 saw ships around them - upon request also confirming to see water all around - convinced Capt. Verjee, that TK1123 must have been south of the coast somewhere in the vicinity of the Bight of Benin, so he suggested, that TK1123 should turn north using their standby compass and they'd soon see the lights of the coast line. TK1123 acknowledged and turned north.
KQ513 then checked, whether TK1123 would have an ADF (Automatic Direction Finder, the needle of which points towards a tuned radio station) and provided the frequency 409kHz of the Accra NDB (Non-Directional Beacon), but TK1123 responded, that their ADF had failed as well.
Time was running, F/O Mwaura looked at his clock and realised, that only 10 minutes endurance were left. "You have only 10 minutes endurance left, right?" TK1123 agreed.
Capt. Verjee suggested now, that TK1123 should prepare for ditching in close proximity to those ships before they'd run out of fuel. They'd be better off, if they did a controlled ditch with the ships being able to immediately provide assistance, rather than after engines flaming out. TK1123 acknowledged.
Time was rapidly approaching 40 minutes past the hour. Suddenly TK1123 came over the radio: "I see lights!"
TK1123 asked KQ513 to relay to Accra, that they should flash the runway lights. Accra confirmed, that they were turning their runway lights off and on, but TK1123 couldn't see the runway.
A few seconds later TK1123 "blurted out they'd seen a runway". Accra asked KQ to relay, that TK1123 was cleared to land on either runway 21 or 03, winds were 210 at 10 knots. Then the frequency was kept quiet to not distract TK1123 during their landing.
After a while, 42 minutes past the hour, Capt. Verjee asked: "1123, have you landed?" and received a "YES!"
"You have NO IDEA how my first officer nor myself felt that instant ... It was a feeling that'll remain with us forever and is something, I can't explain! IT'S A SPECIAL FEELING!" Capt. Verjee described the emotions on board of KQ513 immediately after that exchange.
Capt. Verjee relayed to Accra, that TK1123 had landed, to which the puzzled reply was "Not in Accra, they haven't!"
After a short time Accra came back asking KQ513 to tell TK1123, that they had landed in Lome and the frequency there was 120.7.
"We nearly died of laughter imagining Lome tower's surprise seeing an Airbus land without any communication whatsoever. The laughter was more of a relief over the good outcome though!" Capt. Verjee closed his account of that night.
The Aviation Herald wishes to express congratulations, respect and thanks to Captain Salim M. Verjee and First Officer John Mwaura!
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just wondering when an official report will come out!
I have a lot of questions in my mind how they ended up this way!
My feeling and its just a feeling is they were VERY LUCKY!
I have a lot of questions in my mind how they ended up this way!
My feeling and its just a feeling is they were VERY LUCKY!
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a more indepth investigative result published here The Aviation Herald
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Whatever about the performance of the TK crew, the KQ crew certainly deserves high praise for what turned out to be a decisive intervention; based on what I've read in the Aviation Herald, it is fair to say that without the KQ crew's intervention, the TK aircraft would have crashed.
Hopefully, Capt Verjee and FO Mwaura can/will be recognised for this - perhaps an IFALPA award?
JetPhotos.Net Photo » TC-JDA (CN: 496) Turkish Airlines Airbus A310-304 by John Fitzpatrick
Hopefully, Capt Verjee and FO Mwaura can/will be recognised for this - perhaps an IFALPA award?
JetPhotos.Net Photo » TC-JDA (CN: 496) Turkish Airlines Airbus A310-304 by John Fitzpatrick
Last edited by akerosid; 24th Sep 2008 at 19:15. Reason: Additional comment
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Turkish A 310 incident
I wonder why the radar not contacted, or why radar station did not hear anything on 121.5 emergency channel ?
Lagos, Abuja airports installed full radar surveillance
A full radar coverage of 160km radius was at midnight put in place at the Lagos and Abuja airports.
The radar, according to Capt. Ado Ibrahim, managing director of the Nigerian Airspace Management Agency (NAMA), unlike before is now on 24-hour coverage .
“It is a 24-hour radar coverage and will be the first time in almost 30 years that the Nigerian airspace will be covered 24 hours non-stop,’’ Ibrahim said.
The radar will aid the monitoring of aircraft from take-off to landing and also changes search and recovery to search and rescue in case of a mishap, the NAMA MD said.
The minister of state for air transportation, Olufemi Fani-Kayode, explained that prior to midnight the radar coverage of these airports had been for three to four hours.
“The radar regime was started in 1978 under the Olusegun Obasanjo military regime but was abandoned but now under the same man and his reform agenda we have finally realised the vision of a 24-hour radar coverage.
“It should also be noted that this equipment is very vital in air travel safety and security, because apart from monitoring the aircraft mid-air, it also monitors its take-off and landing which are critical periods in air travel,’’ Fani-Kayode said.
The minister also said that all the other airports in the country would soon have the same 24-hour radar coverage as well as have Track-on and Safe Tower equipment in all the nation’s airports.
“In the next few weeks we would commission the Track-on and Safe Tower equipment which would put this country among the comity of nations with safe skies,’’ the minister said.
The minister also said that the radar, apart from monitoring the aircraft would expedite traffic and ease separation of aircraft as well as reduce the risk of mid-air collision
Lagos, Abuja airports installed full radar surveillance
A full radar coverage of 160km radius was at midnight put in place at the Lagos and Abuja airports.
The radar, according to Capt. Ado Ibrahim, managing director of the Nigerian Airspace Management Agency (NAMA), unlike before is now on 24-hour coverage .
“It is a 24-hour radar coverage and will be the first time in almost 30 years that the Nigerian airspace will be covered 24 hours non-stop,’’ Ibrahim said.
The radar will aid the monitoring of aircraft from take-off to landing and also changes search and recovery to search and rescue in case of a mishap, the NAMA MD said.
The minister of state for air transportation, Olufemi Fani-Kayode, explained that prior to midnight the radar coverage of these airports had been for three to four hours.
“The radar regime was started in 1978 under the Olusegun Obasanjo military regime but was abandoned but now under the same man and his reform agenda we have finally realised the vision of a 24-hour radar coverage.
“It should also be noted that this equipment is very vital in air travel safety and security, because apart from monitoring the aircraft mid-air, it also monitors its take-off and landing which are critical periods in air travel,’’ Fani-Kayode said.
The minister also said that all the other airports in the country would soon have the same 24-hour radar coverage as well as have Track-on and Safe Tower equipment in all the nation’s airports.
“In the next few weeks we would commission the Track-on and Safe Tower equipment which would put this country among the comity of nations with safe skies,’’ the minister said.
The minister also said that the radar, apart from monitoring the aircraft would expedite traffic and ease separation of aircraft as well as reduce the risk of mid-air collision
Last edited by noelbaba; 29th Sep 2008 at 18:25.
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Captain of the TK1123 demoted
According to Turkish media, Captain of the TK1123 has been demoted and no longer a captain and FO has been denied a promotion for a year after THY Flight Comittee's decision.
Yolunu ţaţýran pilotlara ceza
According to media and unions official's claim, experienced crew and personnel being forced to early retirement so the positions could be filled with supporters of ruling party, there have been few examples published in the media.
I have been a happy passenger of THY for a longtime, because mostly not only they serve my favourite wine, but it used to be served with a smile.Incidents reported that some crew refused to serve beverages contained alcohol. And lack of dedication of recent crew somehow supports what was claimed, yes I can get my favourite wine still but less the smile.
Majority of pilots of airliner come from military background with excellent training and discipline, resulting in being "overconfident pilots" , explained transportation minister and a training programme with Lufthansa launched to over come such issues.
Yolunu ţaţýran pilotlara ceza
According to media and unions official's claim, experienced crew and personnel being forced to early retirement so the positions could be filled with supporters of ruling party, there have been few examples published in the media.
I have been a happy passenger of THY for a longtime, because mostly not only they serve my favourite wine, but it used to be served with a smile.Incidents reported that some crew refused to serve beverages contained alcohol. And lack of dedication of recent crew somehow supports what was claimed, yes I can get my favourite wine still but less the smile.
Majority of pilots of airliner come from military background with excellent training and discipline, resulting in being "overconfident pilots" , explained transportation minister and a training programme with Lufthansa launched to over come such issues.
