Nawaz Sharif and Musharraf

Nawaz Sharif and Musharraf.

The air piracy drama staged by the Government of Prime Minister Nawaz Sharif could not be carried out without the  cooperation of DGCAA and PIA Chairman/MD. This was facilitated through the Director General CAA via Air Traffic Control and Director Flight Operations PIA through direct unlawful command to the captain.  These two figureheads issued instructions contrary to flight safety and amounting to piracy of an airliner, when they could have walked away from their jobs at that order.

Fire Warning-Pakistan Seven Zero Three, ORY-JFK

Reblogged from smhusain1's Blog:

June 25, 1977, on sector Orly to John F. Kennedy, aircraft registration is AP-AYW, a B747-282B with call sign Pakistan Seven Zero Three. This is my second flight with Capt Anwar Khan after completing a DXB-FRA-ORY-FRA-DXB pattern earlier with him om June 8 and 9, 1977.

I was a raw B747 First Officer, having completed my training earlier that year on March 27 in Denver, Colorado and my first flight as copilot B747 on April 13.

Read more… 2,075 more words

Flying Career

Initiation Lahore Flying Club

• Aptitude Assessment 18/3/1967—16/4/1967
• Total Time: 10.00
• PIA Flying Academy flying started 13/2/1968
• First Solo: 5/3/1968
• Total Time: 10+14= 24.00

 

• PPL #748 (3/8/1968)
• FRTO # 445 (3/8/1968)
• Dual Day: 35.05
• Solo Day: 28.45
• Navigation Dual: 04.00
• Total Time: 67.50

• Nav 2—14/11/1968, KHI-SUJAWAL-MULLA KATIAR-SARI SING-KHI, Instructor Haider Baluch, AP-ATE, 02.15
• Nav 2—19/11/1968, KHI-T.B. KHAN-MIRPUR BATORO-KHI, Instructor Mahmood, AP-ATZ, 01.45
• Nav 2—27/11/1968, KHI-MIRPUR BATORO-BHOLARI-SARI SING-KHI, Instructor G/Capt M.J. Khan, AP-ATD, 02.10
• Nav 2—28/11/1968, KHI-MATLI-SUJAWAL-KHI, Instructor G/Capt M.J. Khan, AP-ATZ, 02.25
• Nav 3—29/11/1968, KHI-SUJAWAL-MULLA KATIAR-T.B. KHAN-KHI, Self, AP-ATZ, 02.25
• Nav 3—2/12/1968, KHI-THATTA-MULLA KATIAR-JUNGSHAHI-KHI, Self, AP-ATB, 02.15
• Nav 3—2/12/1968, KHI-THATTA-MULLA KATIAR-JUNGSHAHI-KHI, Self, AP-ATE, 02.05
• Nav 3—3/12/1968, KHI-MATIARI-SUJAWAL-KHI, Self, AP-ATE, 02.45
• Nav 3—4/12/1968, KHI-MIRPUR BATORO-PETARO-GHARO-KHI, Self, AP-ATE, 02.55
• Nav 3—5/12/1968, KHI-GHARO-PETARO-MIRPUR BATORO-KHI, Self, AP-ATE, 02.55
• Nav 3—6/12/1968, KHI-T.B. KHAN-T.M. KHAN-MIRPUR BATORO-KHI, Self, AP-ATE, 02.45
• Nav 3—6/12/1968, KHI-KALU KUHAR-T.B. KHAN-PETARO-PIR PATHO-KHI, Self, AP-ATB, 02.45
• Nav 3—21/1/1969, KHI-SUJAWAL-HYDERABAD-KHI, Self, AP-ATD, 02.35
• Nav 3—22/1/1969, KHI-THATTA-HYDERABAD-KHI, Self, AP-ATD, 02.05
• Nav 3—23/1/1969, KHI-BHOLARI-SUJAWAL-KHI, Self, AP-ATD, 02.25
• Nav 3—24/1/1969, KHI-SUJAWAL-BHOLARI-KHI, Self, AP-ATD, 02.40
• 25/3/1969, KHI-LOCAL, Cessna 310B, AP-AKP, Instructor F.H.K. Ghori, 01.10
• 25/3/1969, KHI-LOCAL, Cessna 310B, AP-AKP, Instructor F.H.K. Ghori, 01.05
• 1/4/1969, KHI-LOCAL, Cessna 310B, AP-AKP, Instructor F.H.K. Ghori, 00.50
• FINAL NAV TEST—2/4/1969, KHI-SUJAWAL-JHIMPIR-KHI, Instructor F.H.K. Ghori, AP-ATB, 01.55
• FINAL HANDLING TEST–9/4/1969, KHI-LOCAL, Instructor F.H.K. Ghori, AP-ATD, 01.00
• IR CHECK 5/5/1969, KHI-LOCAL, Cessna 310B, AP-AKP, Instructor Manzoor, 01.30
• Dual Day: 81.30
• Solo Day: 94.00
• Night Dual: 02.25
• Night Solo: 02.35
• Navigation Dual Day: 14.30
• Navigation Day Solo: 30.35
• TTL: 225.35
• CPL # 442 awarded 17/6/1969

The following cities and towns of the province of Sind, Pakistan were flown by us on the Navigation forays
KHI
PIR PATHO
SUJAWAL
THATTA
GHARO
KALU KUHAR
MIRPUR BATORO
SARI SING
THANA BULLA KHAN
JUNGSHAHI
MULLA KATIAR
BHOLARI
MATLI
PETARO
HYDERABAD
MATIARI
THANA MOHAMMAD KHAN
AP-ATZ, AP-ATB, AP-ATE, AP-ATB were Cessna 150s
AP-AKP was a Cessna 310B

Experience
When & where did you receive your professional flying training?

• PIA Karachi May 1967 to Dec 1985
• United Airlines Denver CO Feb/ Mar 1977
• PIA Training Centre June 1990 to Aug 1994

Licences

• PPL #748 Aug 3 1968
• FRTO #445 Aug 3 1968
• CPL #442 June 17 1969
• ATPL #441 July 3 1975
• ATP #2336211 Nov 1982
• FOO Licence #563 Oct 22 1995

Note:
PPL = Private Pilot’s Licence
CPL = Commercial Pilot Licence
ATPL = Airline Transport Pilot’s Licence
ATP (USA) Airline Transport Pilot
FOO Licence = Flight Operation Officer’s Licence
FRTO = Flight Radio Telephony Operator’s Licence

Group A-Aircraft with MTOGW above 25, 000 Kgs (Multi eng turbojet or turboprop)
Hours Flown on Aircraft Type

• B707/720B Airline (PIA) Commander P1 = 2566.8, Date of Last Flight 12/12/1985
• B707/720B Airline (PIA) Copilot P2 = 1030.1, Date of last flight 08/01/1980
• B747-282B Airline (PIA) Copilot P2 = 1493.5, Date of last flight 04/12/1980
• B747-100 Airline (UA) Copilot P2 = 02.00, Date of last flight 03/27/1977

Group Total A = 5092.4

Group B—Aircraft other than above
Hours flown on Aircraft Type

• Fokker F-27 Airline (PIA) Commander P1= 500.2, Date of last flight 04/18/1976
• Fokker F-27 Airline (PIA) Copilot P2 = 1278.7, Date of last flight 02/09/1975
• Cessna 310B Airline (PIA) P3 = 5.4, Date of last flight 04/01/1969
• Cessna 150 Airline (PIA) P1= 151.1, Date of last flight 02/14/1975
• Cessna 150 Airline (PIA) P3= 94.0, Date of last flight 05/08/1969
• Cessna 177RG ( Long Island NY) P3 = 2.0, Date of last flight 11/18/1982
• Grumman Cougar PA-7 (Cranfield UK) P3 = 5.0, Date of last flight 08/18/1983

Note:
MTOGW = Maximum Take Off Gross Weight
Group Total B = 2036.4
Grand TTL = 7128.8

Command Training Fokker F-27

• 03/04/1975 AP-ALW, F.H.K. Ghori, P3, KHI-KHI, 1500-2000, Night Second = 0110, IF= 0010
• 03/10/1975 AP-ATO, F.H.K. Ghori, P3, KHI-KHI, 1230-1630, Night Second= 0110, IF= 0100
• 03/18/1975 AP-ATU, T.H. Naqvi, KHI-KHI, 1455-1745, Night Second = 0100, IF = 0030
• 03/28/1975 AP-ATU, F.H.K. Ghori, P3, KHI-KHI, 1450-1715, Night Second = 0110, IF = 0025
• 03/31/1975 AP-ALW, F.H.K. Ghori, P3, KHI-KHI, 1435-1910, Night Second 0120, IF = 0020
• 04/01/1975 AP-ALW, F.H.K. Ghori, P3, KHI-KHI, 1200-1555, Night Second = 0120, IF = 0030
• 04/06/1975 AP-ALW, Dara, KHI-KHI, P3, 1500-1805, Night Second = 0100, IF = 0020
• 04/10/1975 AP-ATO, F.H.K. Ghori, KHI-KHI, P3, 1230-1630, Night Second = 0110, IF = 0020
• 04/11/1975 AP-ALW, Dara, KHI-KHI, 1430-1745, P3, Night Second = 0155, IF = 0100
• 04/25/1975 AP-ALW, F.H.K. Ghori, KHI-KHI, P3, 2105-0015, Night Second = 0135, IF = 0030
• 04/27/1975 AP-ATO, F.H.K. Ghori, KHI-KHI, P3, 1430-1745, Night Second = 0115, IF = 0020 Pre-Rating Check
• 04/28/1975 AP-ALW, T.H. Naqvi, KHI-KHI, P3, 1415-1620, Night Second = 0205, IF = 0040 Command Check
• 05/01/1975 AP-ATU, T.H. Naqvi, P2, KHI-PJG-PSI-GWD-PSI-PJG-KHI, Day Second = 0530, Initial Route Command Check

From 05/12/1975 to 07/02/1975, 100 hours as P1 U/S (under supervision) with following captains, F.H.K.Ghori, Aqeel, Razi to the following stations: Mohenjo Daro, Jiwani, Pasni, Panjgur, Hyderabad, Multan, Gwadar, Muscat (Oman), Sukkur, Sui and Nawabshah.

• 07/03/1975 AP-ATU Self (P1) KHI-MUX-KHI, 1240-1740, Day In charge 0140, Night In charge 0250, IF 0015 First Command Flight

Command Training B707/720B

• 07/21/1980 AP-AXL, Shaukat Ali, P2, KHI-KHI, 1600-1645, Night Second = 0045
• 07/22/1980 AP-ATQ, Shaukat Ali, P2, KHI-KHI, 1735-1900, Night Second = 0045
• 07/23/1980 AP-BAF, Mughal, P2, KHI-KHI, 1850-1930, Night Second = 0040
• 07/25/1980 AP-BAF, Mughal, P2, KHI-KHI, 1630-1730, Night Second = 0100 Command Check
• 07/31/1980 AP-BAA, S. Quraishi, P2, KHI-MCT (Oman), 1412-1605, Day Second = 0018, Night Second = 0135-Technical night stop at Muscat, Oman
• 08/01/1980 AP-BAA, S. Quraishi, P2, MCT (Oman)-KHI, 0930-1115, Day Second 0145, IF= 0010 Initial Route Command Check

From 08/15/1980 to 09/16/1980, 50 hours as P1 U/S (under supervision) with following captains, S.Quraishi, Najam, Manzoor, Bashar, Ejaz ul Haq, Wajid Shah to following stations: Jeddah, Colombo, Peshawar, Istanbul, Multan, Quetta, Rawalpindi

• 09/16/1980 AP-ATQ, Dara, P1 U/S, KHI-BOM (Bombay)-KHI, 0203-0345, Day In charge 0142, IF 0010/0550-0740 Day In charge=0150, IF= 0010, Final Route Command Check
• 09/18/1980 AP-AXM, Self P1, KHI-PEW-KHI, 0950-1135 Day In charge 0145/1225-1425 Day In charge 0110 Night In charge 0050 First Command Flight

Note:
AP-AXL, AP-ATQ, AP-BAF, AP-AXM, AP-AXK, AP-AZP are B720Bs while AP-BAA is a B707
All time is GMT
Format M/D/Y
IF = Instrument Time
Command Training = Training to fly as captain of aircraft (P1)

Airline Route Clearances

• 10/05/1980 AP-AXL T.R. Mir P1 Karachi-Kuwait-Karachi (RF)
• 10/11/1980 AP-AXK Dara P1 Karachi-Quetta-Islamabad-Quetta-Karachi Pk326 (RF)

Nairobi

• 01/29/1981 AP-AXM Suri P1 Karachi-Dubai-Nairobi-Pk 745, (RF)
• 02/01/1981 AP-AXL Suri P1 Nairobi-Dubai-Karachi-Pk744 (RF)
• 02/15/1981 AP-AXK Junaidi P1 Karachi-Dubai-Nairobi-Pk743 (RC)
• 02/19/1981 AP-ATQ Junaidi P1 Nairobi-Dubai-Pk746 (RC)
• 02/20/1981 AP-ATQ Junaidi P1 Dubai-Karachi-Pk746 (RC)
• 04/02/1981 AP-AXM Self P1 Karachi-Dubai-Nairobi Pk745
• 04/06/1981 AP-AXK Self P1 Nairobi-Dubai-Karachi Pk744

European

• 06/09/1981 AP-AWY Iftekhar P1 Karachi-Damascus (RF)
• 06/12/1981 AP-AWU Iftekhar P1 Damascus-Amsterdam (RF)
• 06/13/1981 AP-AXG P1 Iftekhar Amsterdam-London (Heathrow)-Amsterdam (RF)
• 06/16/1981 AP-AXM P1 Iftekhar Amsterdam-Damascus (RF)
• 06/23/1981 AP-AXL P1 Iftekhar Damascus-Dubai-Karachi (RF)
• 07/01/1981 AP-AWU P1 Aqeel Karachi-Damascus (RC)
• 07/03/1981 AP-AWY P1 Aqeel Damascus-Amsterdam (RC)
• 07/04/1981 AP-AXG P1 Aqeel Amsterdam-London (Heathrow)-Amsterdam (RC)
• 07/06/1981 AP-AXG P1 Aqeel Amsterdam-Damascus (RC)
• 07/11/1981 AP-AXK P1 Aqeel Damascus-Islamabad (RC)
• 08/03/1981 AP-AXL Self P1 Karachi-Dubai-Damascus
• 08/05/1981 AP-AWY Self P1 Damascus-Amsterdam
• 08/08/1981 AP-AZW Self P1 Amsterdam-Damascus
• 08/13/1981 AP-AWY Self P1 Damascus-Dubai
• 08/14/1981 AP-AWY Self P1 Dubai-Karachi

Atlantic-New York

• 10/26/1981 AP-AXL P1 Iftekhar Dubai-Damascus-Amsterdam
• 10/30/1981 AP-AWY P1 Iftekhar Frankfurt-JFK (RF)
• 11/02/1981 AP-AWU P1 Iftekhar JFK-Frankfurt (RF)
• 12/04/1981 AP-AWU P1 S.Quraishi Frankfurt-JFK (RC)
• 12/07/1981 AP-AWY P1 S. Quraishi JFK-Frankfurt (RC)
• 03/21/1982 AP-AWY Self P1 Paris (Orly)-Boston (Logan) Pk801
• 03/22/1982 AP-AWY Self P1 Boston (Logan)-JFK Pk801
• 03/27/1982 AP-AWU Self P1 JFK-Frankfurt-Pk 806
• 03/29/1982 AP-AWY Self P1 Frankfurt-Cairo-Pk802

Beijing/Tokyo

• 04/18/1981 AP-BAA Mansoor E. Khan P1 Karachi-Islamabad Pk752 (RF)
• 04/19/1981 AP-BAA Mansoor E. Khan P1 Islamabad-Beijing Pk752 (RF)
• 04/23/1981 AP-AXG Mansoor E. Khan P1 Beijing-Tokyo (Narita) Pk750 (RF)
• 04/27/1981 AP-BAA Mansoor E. Khan P1 Tokyo (Narita)-Beijing Pk751 (RF)
• 05/01/1981 AP-AZW Mansoor E. Khan P1 Beijing-Islamabad-Pk753 (RF)
• 05/21/1981 AP-AXG Osman Khan P1 Karachi-Beijing-Pk750 (RC)
• 05/24/1981 AP-AZW Osman Khan P1 Beijing Tokyo (Narita)-Pk752 (RC)
• 05/29/1981 AP-BAA Osman Khan P1 Tokyo (Narita)-Beijing-Pk753 (RC)
• 06/01/1981 AP-AZW Osman Khan P1 Beijing-Islamabad-Karachi-Pk751 (RC)
• 04/03/1982 AP-AZW Self P1 Karachi-Islamabad-Pk752
• 04/04/1982 AP-AZW Self P1 Islamabad-Beijing Pk752
• 04/08/1982 AP-AXA Self P1 Beijing-Tokyo (Narita)-Pk750
• 04/09/1982 AP-AXA Self P1 Tokyo (Narita)-Beijing-Pk751
• 04/12/1982 AP-AXA Self P1 Beijing-Karachi-Pk751

Singapore

• 06/15/1982 AP-BAA Junaidi P1 Karachi-Kuala Lumpur-Singapore Pk770 (RF)
• 06/17/1982 AP-AZW Junaidi P1 Singapore-Karachi Pk773 (RF)
• 08/17/1982 AP-AZW Najam P1 Karachi Kuala Lumpur-Singapore Pk770 (RC)
• 08/19/1982 AP-AZW Najam P1 Singapore-Karachi Pk773 (RC)
• 12/28/1982 AP-BAA Self P1 Karachi-Kuala Lumpur-Singapore Pk770
• 12/30/1982 AP-AXA Self P1 Singapore-Kuala Lumpur-Karachi Pk773

Kathmandu

• 04/29/1983 AP-AZW Munir Khan P1 Karachi-Kathmandu-Dhaka-Karachi Pk264/265 (RF)
• 05/24/1983 AP-AZW Self P1 Karachi-Dhaka-Kathmandu-Karachi Pk266/267

Hong Kong

• 05/05/1982 AP-AWY Iftekhar P1 Karachi-Islamabad-Pk004 (RF)
• 05/05/1982 AP-AWY Iftekhar P1 Islamabad-Hongkong Pk004 (RF)
• 05/15/1982 AP-AWY Iftekhar P1 Hongkong-Karachi Pk003 (RF)
• PIA cargo operation ceased thereafter at Hongkong

First Flights as P1 after clearances

• Nairobi 04/02/1981 AP-AXM Self P1 Karachi-Dubai-Nairobi Pk745
• European 08/03/1981 AP-AXL Self P1 Karachi-Dubai-Damascus
• Atlantic-New York 03/21/1982 AP-AWY Self P1 Paris (Orly)-Boston (Logan) Pk801
• Beijing-Tokyo 04/03/1982 AP-AZW Self P1 Karachi-Islamabad-Pk752
• Singapore 12/28/1982 AP-BAA Self P1 Karachi-Kuala Lumpur-
• Singapore Pk770
• Kathmandu 05/24/1983 AP-AZW Self P1 Karachi-Dhaka-Kathmandu-Karachi Pk266/26

Note:
RF= Route Familiarization
RC = Route Check
P1 = Pilot in Command

Bhoja air crash: justice delayed

Bhoja air crash: justice delayed.

Past Reminiscences

Aug 16, 1978, Sector Dubai-Islamabad, Aircraft AP-AYV (Alpha Papa-Alpha Yankee Victor), B747-282B,  1230-1527Z.

It was Ramadan and our arrival at Islamabad was just after Iftar time, i.e.,  sunset. Captain Siraj Ali was flying the sector and made a visual approach for landing on Runway 30 after joining right downwind. He had also broken his fast earlier in the cockpit a little while ago. On final approach after gear and full flaps had been selected, Flight Engineer Hasan alerted us about our aircraft going below the glideslope. I gave the captain a call of below one dot glide slope as we approached the outer marker (5 miles out). This was repeated by me at least twice, but all to no avail and the aircraft sank further on the electronic glide slope (descent path) as we continued. I brought my left hand over the power levers meaning to open power immediately. This resulted in the captain coming out of his trance and pushing the levers for more power. We eventually caught up with the glide slope and landed safely. During the roll out after landing , the captain admonished me for not giving him proper call outs during the approach. I immediately replied that he should refrain from fasting while flying. He kept quiet. The captain on another flight later survived a serious mishap at Islamabad as a result of forgetfulness.

During a flight to Nairobi (Jomo Kenyatta International) on Oct 26, 1976, 1716 –2105 Z with Capt Shafiq Qadri in a Boeing 720 B, AP-ATQ, on sector Jeddah-Nairobi, we were cleared by Nairobi Approach for an arrival using the Instrument Landing System (ILS) Runway 06 via the Golf Golf (GG) radio beacon.

Captain Shafiq did a hold over GG and then proceeded on to intercept the ILS 06 procedure and landed safely. While parked in the holding area near the runway waiting for KLM to touch down, we were queried by the tower for the reason for hold over GG as advised to him by the approach controller. Capt Shafiq apologised for this oversight and apparently was let off for didn’t hear anything on the matter after that.

On April 22, 1984, B707, AP-AXA, sector Nairobi-Abu-Dhabi, 1405-1910Z, Pakistan Seven Four Four.
When handed over to Mogadishu Tower by East Air Centre and in contact with them while overflying Somali airspace after departure from Nairobi with First Officer Asrar H. Khan, I heard over the common Radio Telephone (R/T), Mogadishu Tower clearing a Somali flight on a reciprocal track through our level. We were in clouds and I immediately contacted Mogadiscio tower repeating time over Mogadiscio with level and also to the reciprocal flight giving him our data, position and level. I wrote this up in the debrief and this was taken up by our flight operations department via ICAO with East Air Centre.

Thereafter on many other flights over Somalia, Mogadiscio Tower never replied to my transmissions though we kept our ears sharp. There was another frequency 126.7 mHz on which all aircraft used to give blind transmissions giving their data to listeners whoever was interested and 121.5, the international distress was sometimes kept selected on the secondary VHF communication receiver.

Personal torment

On May 9, 1983, with aircraft AP-AZW, a B707-251B with radio call sign, Pakistan 225 on sector Karachi-Muscat-Bahrain (KHI-MCT-BAH), timings 1635-1815, 1905-2030. All times are zulu (UTC). Cockpit crew is First Officer Naeem Kazi and Flight Engineer Saeed Memon

After landing and exiting the runway at BAH we were given taxi instructions and a parking bay. This was amended during taxiing and another bay was allotted.

In the Azimuth Guidance Nose in Parking System (AGNIS) there are two sets of lights to watch, one which is red and green and allows/disallows movement into the bay and the other set which guides you into the bay on the centre line and allows stoppage as the eye aligns with aircraft symbol on the board on your left wall.

According to the ATC controller, I taxied into the bay while the light was red meaning the air jetty was not set up properly to receive the aircraft. As we creeped forward and just as I was waiting for the 707 symbol to align on the board, the upper surface of the wing made contact with the building structure causing a 2 x 2 inch tear in the aircraft upper skin.

ATC came on the radio to let me know that the light was red when I came into the bay and this was acknowledged by our call sign. I may be wrong but I think I came in on a green light and nobody else in the cockpit noticed anything unusual.

Passengers were deplaned, those who were getting off here disembarked and those continuing on to Karachi given a different carrier or hotel.

The PIA engineers told me that they could do the job with high speed tape that night but it would be risky. The flight night stopped and Capt Pervaiz Saeed, Chief Pilot B707 was sent in from Karachi to investigate the next day.

You can imagine how I felt that night in the hotel. The Director Flight Operations was very understanding and let me off here tasking my crew for letting the captain fly alone. It took four days to get back to flying.

Pressurization

On April 18, 1983 on sector ORY (Orly)-ATH (Athens) in a B707-340C freighter aircraft with registration AP-AWU and call sign, Pakistan Eight Zero Six, we had to land back at ORY from about 50 miles out because the Flight Engineer was unable to understand the normal operation of the aircraft pressurization since the panel was a little different and told me that it was malfunctioning– he couldn’t stop the cabin from climbing. Departure was at 1225Z and return to ORY at 1350Z.

With me that day were Capt S.R. Hasan (co-pilot) and Flight Engineer Nadir plus a Flight Attendant.

On return to ORY, the ground engineers demonstrated to Nadir after pressurizing the aircraft on ground that the system was normal. We departed again at 1700Z and around the same altitude out of ORY, Nadir gave me another scare by telling me the same story. However, in a little while he was able to understand and manage the system and we continued to ATH without further fuss, arriving at 2015Z.

On April 18, 1985,  we were given a B720 B with registration AP-ATQ to operate a scheduled domestic passenger flight on sector KHI(Karachi)-FSL(Faisalabad)-KHI. With me was the same copilot, Capt S.R. Hasan, Flight Engineer Iftikhar Moghal and Cadet Flight Engineer Fazal. Departure time was 0833Z but we returned back to KHI at 0928Z from an altitude of 17,000 feet because the main blower valve (blue light) which automatically closes at a pressure differential of 2.5 psi in the pressurization system but due to a system malfunction was to be manually closed, could not be closed according to Moghal.

As a precaution, we had donned our oxygen masks in the cockpit and to accomplish this task, Moghal, while wearing a portable oxygen mask, went below the cockpit via steps into a compartment called the lower 41 which houses the equipment racks for the electronic systems, and where the manual operation to close this main blower was to be conducted, leaving the Cadet sitting on his panel. On return to his seat, Moghal,  rather visibly disturbed dropped the oxygen masks for the passengers as we went through the descent checklist while starting a descent for 14000 feet.

On arrival at KHI, the ground engineers were rather skeptical by the tale that the blower valve could not be closed and the dropping of the oxygen masks in the cabin did not go well with them either, and demonstrated after pressurizing the aircraft how easy it was to close it manually.

However, another B720B aircraft, AP-AXM was provided to complete the flight and this was done without further interruption.

The next day I had to present myself for inquiry at Flight Operations Dept in the Head Office, where both of us were called to explain our actions. I was asked why my altitude had reached 17,000 feet and from this I gathered that this was to have been handled much earlier but I couldn’t leave my station in the aircraft or monitor the Flight Engineer when he visited the lower 41 compartment in the air, and so was let off and so was he, strangely.

It is rather odd that both these incidents occurred on April 18, two years apart and with the same co-pilot.