That's it. Time to stop thinking of the complete number of victims, no more. (Even though, we probably will never know, really, to the minute, how many people died. I could only guess at 100-200.) Unless you're imagining the \"imagined experience\" associated with this story, of you're imagining the relief felt by the pilots, at being able to reach the Kathmandu runway so quickly after having the engine flameout. Nuku](http://www.maxpaynes.com/pages/Gesellschaft/morgen-schligny.htm?dfKartid=648&dfMarkierung=info) had told me that the PC-600 was, by that time in the year (and the time of the crash), the slowest, and only one type of aircraft was allowed to fly in India at that time. With the fuel requirements of the PC-250 series, that would mean its likely that P3D's figures for 3:30 AM are nearly accurate. The PC-600, however, had a take-off weight of just a bit over 4,000 lbs - less than half that of the PC-250 series at nearly 6,600 lbs. Although I'm sure that those flying in India on July 17 are wondering why they had so few reported incidents up to that time (1987-1988), the last real-world report world-wide on this was in 1985 on the final flight of an Indian Airlines PC-600, that had crashed near Delhi VOR one week before the tragic events of July 17, although a theory is that it crashed near Pune VOR, a far more busy airport than Delhi.
Although I was only there a few times and mostly only for a few days, searching through the ground search, here are some of the things I remember of, and the sights I witnessed, in Kathmandu: Karthik -a2a-us vs Norge Airlines] (Click image to enlarge) 7211a4ac4a