Charkhi Dadri Plane Crash Video Download
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School bus crashes into lorry in Haryana’s Charkhi Dadri; 4 students killed, 18 injured. Four students were killed and 18 others were injured in Haryana’s Charkhi Dadri after a school bus. Night Over Charkhi Dadri. He directed the plane as far away from the villages as he could,' said Dadri’s old Suresh Ram emotionally. Download the Outlook Magazines App. Six magazines.
Saudi Arabian Airlines Flight 763 Kazakhstan Airlines Flight 1907 Accident summary Date 12 November 1996 Summary caused by on aircraft Site, Haryana, India Total fatalities 349 Total survivors 0 First aircraft HZ-AIA, a Saudi Arabian Airlines Boeing 747-100B similar to the aircraft involved in the collision. Type Operator HZ-AIH Flight origin, India Destination, Saudi Arabia Passengers 289 Crew 23 Fatalities 312 Survivors 0 Second aircraft UN-76435, the Kazakhstan Airlines aircraft involved in the accident, in 1994. Type Operator UN-76435 Flight origin Destination Indira Gandhi Int'l Airport Passengers 27 Crew 10 Fatalities 37 Survivors 0 The Charkhi Dadri mid-air collision occurred on 12 November 1996 over the village of, to the west of,. The aircraft involved were a en route from Delhi to, and a en route from, to Delhi. The crash killed all 349 people on board both planes, making it the, the deadliest aviation accident to occur in India, and the in the history of aviation, behind only the and. Contents. Collision The Saudi Arabian Airlines (Saudia), HZ-AIH, was flying the first leg of a scheduled international –– passenger service as Flight SVA763 with 312 occupants on board; the Kazakhstan Airlines Ilyushin Il-76TD, registration UN-76435, was on a charter service from to Delhi as KZA1907.
SVA763 departed Delhi at 18:32 local time. KZA1907 was, at the same time, descending to land at Delhi.
Charkhi Dadri Plane Crash Video Download
Both flights were controlled by VK Dutta. The crew of SVA763 consisted of Captain Khalid Al Shubaily, First Officer Nazir Khan, and Flight Engineer Edris. On KZA1907, Gennadi Cherepanov served as the pilot and Egor Repp served as the radio operator. KZA1907 was cleared to descend to 15,000 feet (4,600 m) when it was 74 nautical miles (137 km) from the beacon of the destination airport while SVA763, travelling on the same as KZA1907 but in the opposite direction, was cleared to climb to 14,000 feet (4,300 m).
About eight minutes later, around 18:40, KZA1907 reported having reached its assigned altitude of 15,000 feet (4,600 m) but it was actually lower, at 14,500 feet (4,400 m), and still descending. At this time, Dutta advised the flight, 'Identified traffic 12 o'clock, reciprocal Saudia Boeing 747, 10 nautical miles (19 km). Report in sight.' When the controller called KZA1907 again, he received no reply. He warned of the other flight's distance, but it was too late. The two aircraft had collided, the tail of KZA1907 cutting through SVA763's left wing and horizontal stabiliser. The crippled Boeing quickly lost control and went into a rapidly descending spiral with fire trailing from the wing.
The Boeing broke up before crashing into the ground at 1,135 km/h (705 mph). The Ilyushin remained structurally intact as it went in a steady but rapid and uncontrolled descent until it crashed in a field.
Rescuers discovered four critically injured passengers from the Ilyushin, but they all died soon afterwards. Two passengers from the Saudia flight survived the crash, still strapped to their seats, only to die of internal injuries soon after. In the end, all 312 people on board SVA763 and all 37 people on KZA1907 were killed. Captain Timothy J. Place, a pilot for the, was the sole eyewitness to the event.
He was making an initial approach in a when he saw that 'a large cloud lit up with an orange glow'. The collision took place about 100 kilometres (60 mi) west of Delhi. The wreckage of the Saudi aircraft crashed near Dhani village, Haryana. The wreckage of the Kazakh aircraft hit the ground near village, Haryana.
This was the first mid-air collision between two commercial aircraft since the in 1979; it was succeeded by the mid-air collision between and then by the mid-air collision between a. Passengers and crew Saudi Arabian Airlines Flight 763 The captain of the flight, aged 45, was a veteran pilot with more than 9,800 flying hours to his credit. An article published in on 14 November 1996 stated that 215 Indians who boarded the flight worked in Saudi Arabia; many of them worked or planned to work in jobs as house maids, drivers, and cooks.
The article also stated that 40 Nepalis and three Americans boarded the Saudi flight. According to an article in the same newspaper published a day earlier, the passenger manifest included 17 people of other nationalities, including nine Nepalis, three Pakistanis, two, one Bangladeshi, one, and one Saudi. Twelve of the crew members, including five anti-terrorism officials, were Saudi citizens. Kazakhstan Airlines Flight 1907 The 44-year-old captain of Flight 1907 was also highly experienced, with more than 9,200 flight hours under his belt.
A company from chartered the flight, and the passenger manifest mostly included Kyrgyz citizens planning to go shopping in India. Thirteen Kyrgyz traders boarded the flight. Investigation and final report The crash was investigated by the Lahoti Commission, headed by then-Delhi High Court judge. Depositions were taken from the Air Traffic Controllers Guild and the two airlines. The were decoded by Kazakhstan Airlines and Saudia under the supervision of air crash investigators in Moscow and, England, respectively. The ultimate cause was held to be the failure of Kazakhstan Airlines Flight 1907's pilot to follow ATC instructions, whether due to cloud turbulence or due to communication problems. The commission determined that the accident had been the fault of the Kazakh Il-76 commander, who (according to FDR evidence) had descended from the assigned altitude of 15,000 to 14,500 feet (4,600 to 4,400 m) and subsequently 14,000 feet (4,300 m) and even lower.
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The report ascribed the cause of this serious breach in operating procedure to the lack of English language skills on the part of the Kazakh aircraft pilots; they were relying entirely on their radio operator for communications with the ATC. The radio operator did not have his own flight instrumentation but had to look over the pilots' shoulders for a reading. Kazakh officials stated that the aircraft had descended while their pilots were fighting inside a bank of clouds. Indian air controllers also complained that the Kazakh pilots sometimes confused their calculations because they are accustomed to using metre altitudes and kilometre distances, while most other countries use feet and nautical miles respectively.
Just a few seconds from impact, the Kazakh plane climbed slightly and the two planes collided. This was because the radio operator of Kazakhstan 1907 discovered only then that they were not at 15,000 feet and asked the pilot to climb. The captain gave orders for full throttle, and the plane climbed, only to hit the oncoming Saudi plane. The tail of the Kazakh plane clipped the left wing of the Saudi jet, severing both parts from their respective planes. Had the Kazakh pilots not climbed slightly, it is likely that they would have passed under the Saudi plane. The recorder of the Saudi plane revealed the pilots recited the prayer that is required, according to, when one faces death. The counsel for the ATC Guild denied the presence of turbulence, quoting meteorological reports, but did state that the collision occurred inside a cloud.
This was substantiated by the affidavit of Capt. Place, who was the commander of the aforementioned, which was flying into New Delhi at the time of the crash. The members of his crew filed similar affidavits. Furthermore, did not have, which provides extra information, such as the aircraft's identity and altitude, by reading signals; instead the airport had, which produces readings of distance and bearing, but not altitude.
In addition, the civilian airspace around New Delhi had one corridor for departures and arrivals. Most areas separate departures and arrivals into separate corridors. The airspace had one civilian corridor because much of the airspace was taken by the. Cooper, Kenneth J. (13 November 1996). Archived from on 6 July 2013. Ashraf, Syed Firdaus.
Archived from on 10 April 2014. Aviation Safety Network. Retrieved 10 April 2014.
^ Burns, John F. (13 November 1996). The New York Times. From the original on 30 July 2013. ^ at the.
^ Kingsley-Jones, Max; Learmount, David (20 September 1996). Archived from on 1 January 2015. ^ at the. Head On! VK Dutta named at about 2:43. Saudi Flight 763 pilots are named at about 3:14.
^ Burns, John F. (5 May 1997). The New York Times. Archived from on 3 January 2015. ^ (TV documentary). Archived from on 23 March 2007. The Independent.
14 November 1996. Retrieved 27 February 2014. Job, Macarthur (November–December 2006), (PDF), Flight Safety Australia, p. 42, (PDF) from the original on 12 September 2009, retrieved 10 September 2009. Alliant Content.
Retrieved 25 December 2013. Bellamy, Christopher (13 November 1996).
From the original on 6 July 2013. Archived from (PDF) on 3 January 2015. Learmount, David (9 July 2002).
Archived from on 22 June 2014. 4 October 2007. Archived from on 29 March 2014. ^ Burns, John F. (14 November 1996). Archived from on 3 January 2015. Stacy, Shapiro; Kaumudi, Marathe (18 November 1996).
Business Insurance. Archived from on 17 May 2011.
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National Geographic Channel. Archived from on 12 May 2009. Retrieved 17 April 2009. Further reading (in Arabic). – Book title: ('A Pilot's Encounters').
– Book by Saudi pilot which has a portion discussing this incident External links External image. Directorate General of Civil Aviation ( 8 July 2013 at ). '. November 12, 1996. November 14, 1996. Monday May 26, 1997. Burns, John F.
November 15, 1996.