Be interesting to know how much fuel he had before that final approach commenced ?

I believe the cost of fuel is high in KTM, as a result airlines might choose to tanker fuel for the return leg. If this was the case the planes which returned to KUL would have more than enough to get back.

India is similarly very expensive.. to the extent that when flying KUL-DEL-SHJ we would fill up as much as possible (considering landing weight)... we are talking about almost 30tons here on occasion.

https://www.facebook.com/video.php?v=625852884214283

Jeez, did you see the size of some of those rucksacks that people managed to get into the cabin as carry on?

If they did a VOR/DME approach yet the vis was so poor at the accident site soon after, one has to wonder if there was a bit of a break in the fog allowing then to see just enough to continue for landing but then the vis dropped immediately after touchdown/selection of reverse thrust.

Watch the entire video in the prevous Facebook link, towards the end (2:24); it shows just post stop inside and just before pax evac (I assume). It is out of sequence. https://www.facebook.com/video.php?v=625852884214283

I would have thought that if pax had time to sit around, fill the aisles with luggage (lots of luggage and all overhead bins are open), that an emergency evac would not have been started? Something seems off. Thoughts?

"I believe the cost of fuel is high in KTM, as a result airlines might choose to tanker fuel for the return leg. If this was the case the planes which returned to KUL would have more than enough to get back."


Don't forget the Maximum Landing Weight (KTM Apt Elev 4395').
The tankering fuel is limited.
"Speculation". No more than two hours.

Skytrax Awards
 

The best airline in Europe 2014!?

this morning 0545UTC, TK sends a pair of A330s to Tribhuvan
TK 5826 (TCJNM) and the regular TK 726 (TCJOA), so things must have cleared by then..

This one reason why the regulation requires to do the evacuation test with only 50% of the available exits. This is why we have cross-aisles at every large emergency exit. It is expected, that not all doors are available, for whatever reason. Not ideal, but normal and expected. You can not check the slides prior to every flight, and if you would test them regularly, it would tell you nothing because you have to re-pack after.

Doesn't look 900m RVR which appears to be req mins for the Rnav appr from that face book video. Looks like pea soup.

L1 slide
 

As the nose is resting in the dirt CC may have elected to disable the slide.

Lots of insurers will cover Turkish, like they do all airlines. Like all insurance, it is just a matter of balancing the books across the many.....

MH have no problems getting insurance....Turkish won't either.

The Popular Turkish bashing has started again I see, even before any accident report has appeared:ugh:
Very Professional guys:rolleyes:

Every airline, including so called legacy carriers have incidents regulary.

KLM likes to take off from wrong runways/taxiways or without clearances ( even at home base:hmm:)

BA helps in demolishing buildings next to taxiways through the aid of B747 wings

Lufthansa has a nick for landing on a construction site

Emirates has the regular tail strike

AF...no further comment required...

Etc etc.

Consequence: zero. No fatalities, keep moving people. Nothing to see.

But when TK has an incident, the blaming, insulting etc. Is all over the place.


In my opinion, the incident has nothing to do with busting minima. They went off the runway, so whatever went wrong, went wrong AFTER touchdown. Busting minima results in potential CFIT. Not the case here it seems.

Rather than the type or number of incidents/accidents being significant it's the reasons/causes behind them that really counts.

At this stage we don't know all the facts but we will eventually.

Let's stick to the facts then. Since 1994 they had 7 incidents (excluding Kathmandu) where the aircraft was written off (4 with casualties), 6 of those happened during landing. Other operators (mentioned by you) does not seem to have such number of re-occurence.

Thanks for the charts, Aterpster.

Passenger on seat 0A... after two hours on hold pattern, a go around and a fully automated approach in dense fog, up to the runway threshold, I guess the moment of touch down was a combination of high stress and startle effect that overwhelmed PF.

Anyone knows what avionics THY's A330s are equipped with (FLS capability)?

despegue

Love the way you attack people for speculation and tell them to wait for the investigation.

Then you tell us that it happened after touchdown, how they left the runway.

Yet you are speculating. Hypocritical and wrong :D

The aircraft can't veer off a runway if it was never properly on the runway.

Would poor visibility lead to an aircraft landing with landing with at least one set of wheels off the tarmac?