Any current pictures of the aircraft?

What about a preliminary report? Normally a prelim should be published after one month. It has been two months ago since this accident.

F9
 

Answer is most probably in the word " Normally " and setting your priorities. Been watching the news about Nepal recently ?

Preliminary Report
 

Hello there,

As a passenger of this unfortunate flight, I am highly interested in the cause of the accident. I found some interesting content of the preliminary report.

Now I understand better why the crew acted totally untrained during the accident and left us alone after we finally escaped the plane (actually, they left the runway by bus just after the crash and have not taken care of us ever since). And now I understand why we have been ignored by TA in the months afterwards.:ugh:

My Republica - Carelessness of crew blamed for Turkish Airlines mishap

Turkish Airlines accident due to lack of coordination - Karobar National Economic Daily


Thank you all for the interesting information on this thread.

ex TA customer

Is the TK A330 gone?
 

Mid April I was in KTM for a few days (and left only one day before the earthquake...).


When I arrived in KTM the engines where still fitted but three or four days later, they where gone.
Today I watched a YouTube video https://www.youtube.com/watch?v=7kzotoNVi8Q showing the Approach to RWY 02 out of a right Hand window. I recognised that the A330 is not parked anymore at the place wher it was in April. Has the aircraft been dismanteled or what happened to this almost brand new A330?

I was there last week. The A330 was still there. It was parked on the north east end of the airport near the helicopter parking apron. It had no engines and the plane was covered with protective layer!

The video on youtube is about 4 months old! So most likely before the incident!

Did the crew have their A level & O level certificates with them ?
(They stop the interview process if you don't have them. 10g+ hrs on A330 is not as important)

Final Report
 

The final report has been released : http://www.tourism.gov.np/uploaded//...-finalcopy.pdf

I don´t understand how in the hell they were keeping the autopilot up to 14 ft AGL in an RNAV APP...

Excellent performance of the AP/FD and NAV systems!

No mention of the remaining fuel in the report :ugh:
Which could have been a factor to press on.

So if the co-ordinates would have been entered correctly they would have gotten away with it... :eek:

As any Instrumental Approach at the MDA/DA without runway in sight the cockpit crew should perform a go around.
An RNAV (RNP) approach is still a NON Precision Approach and according to Airbus Limitations and Standarize Procedures, Pilots should disconnect the autopilot not lower than MDA-50 ft or the minimum autopilot use for an RNP approach is 250 ft AGL.
Even for a CAT II approach without autoland should be disconnected not below than 80 ft AGL.
Without CAT II/III displayed in the FMA the minimum autopilot disconnection altitude should be not below than 160 ft.

Unless the TK A330 is an special one....those are the limitations.

Not a bad report , the CVR transpript and fuel management are missing,but based on what I have heard on the grapewine they had more than sufficient fuel to divert to Delhi.
Probably, and that is what is sad with this all. You need an accident or a serious incident to discover and correct operations like theses...

because regardless of wrong data base and other contributing factors, , first time in KTM and going below MDA in zero visibility on a non precision APP , you need guts...

...and that's why THY is so proud of their former military pilots, they have guts, they bring the planes down, no time-consuming diversions needed. Yeah, another airline to keep avoiding.

Well I can't avoid THY, and I'm glad to see that they have implemented a number of actions in response to this incident.

The TREND forecast in the recorded METARs in quite bad. NOSIG should be valid for 2 hours, and the at 0150 with an improvement NOSIG is given for 3000 meters. :suspect:


Which do you mean?


FD.

cosmiccomet:

If that is the case, why does it have a DA instead of an MDA?

In the U.S. it is considered an approach with vertical guidance (APV), not a NPA, and with a DA, disconnect of autoflight below DA would depend upon the aircraft manufacturer's and the operators specified limitations.

Aterpster, page 35 details the Airbus SOP for RNPs: AP off by Minimum minus 50ft. CC's interpretation is reasonable in this case, as Airbus obviously is treating an RNP as an NPA, even though it is technically a 3D approach. From my not-current Boeing 737 FCTM (never flew it), the AP and ATS are disconnected AT the DA on an RNP-AR (SAAAR) approach.

Bloggs:

I work with RNP AR quite a bit, but I am not qualified to fly it, since I no longer fly. I don't know at what point various U.S. operators disconnect on an RNP AR. DA would seem reasonable. But, in the U.S. on all RNP AR approaches the DA-point is the MAP, just as with all approaches with a DA instead of a MDA. The fact that VNKT has the RNP AR MAP at the threshold makes no sense to me. Also, in the U.S., an RNP AR approach would be NOTAMed OTS by the FAA during a period where the threshold is displaced for construction. The FAA could issue a new RNP AR approach to account for the displaced threshold but they are not inclined to work nearly that fast. :)

The FAA does not consider RNP AR to be an NPA.