[1][2][3][4][5] The investigation by Pakistan's Civil Aviation Authority concluded that the primary cause of the accident was the "inappropriate skill level" of the captain in dealing with the malfunction, and more generally the flight crew's non-adherence to the procedures prescribed by the aircraft manufacturer in such abnormal circumstances.

The Karachi Ground Controller replied "copied JS-201 start up approved runway two five left" and this was acknowledged by cockpit crew.

Cockpit Voice Recorder (CVR) data shows that the right engine propeller feathering system was checked as being in manual position.

However, the pilots in this case only checked No 2 engine's feathering mechanism serviceability manually, contrary to the documented procedures.

This both wasted precious time and, despite being authorised by the captain, was contrary to the documented procedures that no remedial action be taken below 400 feet (120 m) above ground level.

[9] The air traffic control gave immediate clearance for an emergency return to Karachi, which was acknowledged by the flight crew.

Landing gear remained extended and airspeed continued to bleed off, rapidly approaching stalling speed.

No evidence was found of a bird strike, pilot incapacitation, sabotage, in-flight structural failure or fire.

[16][17] The investigation started with the examination on the plane's propellers, as evidence from the cockpit voice recorder (CVR) suggested that an engine failure occurred in mid-flight.

Investigators retrieved the propeller from the wreckage and stated that the beta valve in the aircraft may have malfunctioned in mid flight.

There are two possibilities of beta valve malfunction: mis-rigging after some maintenance work or fair wear and tear during routine service.

Unfortunately, the beta system's integrity and rigging status could not be verified because the propeller governor had been completely consumed in the post ground impact fire.

However, it was confirmed from the documented history and the engineering staff that there was neither any reported defect related to the beta system nor was there any scheduled or unscheduled maintenance performed in the recent past.

He was not able to safely handle training scenarios during critical phases of takeoff and post-takeoff, and was only able to achieve satisfactory performance levels with coaching during these mandatory exercises.

The Beechcraft 1900C aircraft has a very low rate of climb with landing gear in extended position due to increased drag while operating with a single engine.

[9] In December 2015, Pakistan's Safety Investigation Board released their final report stating that the accident was caused by the inability of the captain to handle the abnormal operation of engine No 2 just after takeoff, failure of the cockpit crew to raise the landing gear after experiencing the engine anomaly, and execution of remedial actions by the first officer before the attainment of minimum safe altitude.