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00:00First, I am joined in the
00:14technical word for this trahmadha.
00:18I am joined by the retired wing commander, Jaganmohan Raja Garner, Sartamathalam.
00:24After this trahmadha, I am joined in the technical words.
00:28Mayday call or black box.
00:31What is this, sir?
00:32Mayday call and the pilot will be able to land the aircraft and it cannot continue to fly.
00:40The decision will be announced.
00:46The captain and the second and command will be able to share their duties and responsibilities in the cockpit.
00:53They will be able to do it.
00:55In this particular case, the Mayday call is cleared and it will be immediately after the take-off.
01:02It is a very unusual situation.
01:06Normally, the Mayday call is ready to land again.
01:13The Mayday call will be announced by Mayday, Mayday, Mayday and 3 people.
01:20The Mayday call will be announced that the air traffic control will not be able to do it at the time.
01:26They will stop interfering with the activities between the air traffic control and the aircraft.
01:33The complete priority is given to that aircraft to come back and safely land.
01:37The land is the controlled landing, that means they still have some capability to fly and but they have to land.
01:44But one thing is, it has to be a crash landing.
01:48After we chose Ahmedabad, it was a crash landing situation where they have crash landed straight ahead.
01:54So, what do you want to do in the black box?
01:57The black box is actually in the orange color.
01:59It is a very old thing where it has stood the time of time.
02:04This day, there is a digital flight data recorder.
02:08This digital flight data recorder, sometimes it is combined with a cockpit voice recorder also.
02:14Though it is called a cockpit voice recorder, actually it will record voices of the air crew, that is pilot, second-hand command, as well as certain key points in the cockpit and also external information.
02:30It is recorded in the external communication.
02:34Different channels, different frequencies, different things that are in a time bed.
02:42So, from the first minute of the aircraft, when it comes to the power on, when it comes to the power off, it will be recorded continuously.
02:52So, you have a clear indication of what is happening and it is interlaid with all the technical parameters of the DFDR.
03:00DFDR is recorded almost 100 plus parameters.
03:04Every single aircraft has an important control surface, engine parameters, fuel induction, avionics, pilot commands, everything is recorded.
03:26Therefore, it is an excellent tool for accident or incident analysis.
03:34So, what is it, sir?
03:36Now, there are two engines in relation to the engine.
03:38One engine is working on it.
03:40So, you are working on it, you are working on it.
03:42You are working on it, you are working on it and you are working on it.
03:44You are working on it and you are working on it.
03:46So, what is it, sir?
03:48Firstly, let us not assume that two engines are working on it.
03:57Yes.
03:58If you are working on it, you are working on it and you are working on it and you are working on it and you are working on it.
04:04You are working on it and you are working on it.
04:09Therefore, one thing of the fact is, it could be one of the probabilities.
04:13Therefore, we don't say this over time.
04:17But yes, it means that all of these modern generation engines are doing full authority to the machines.
04:28In the past, there are different fuel systems, fuel modulation, fuel control plus thrust governors.
04:42Now, in the digital world, the technology is implemented in engines.
04:50Precise control and perfect control and perfect synchronization of two engines or four engines is being done electronically.
04:57So, in the full authority of digital electronic control, if the pilot has any energy, any thrust, any performance, and if they decide and set them,
05:11they automatically sense the two engines.
05:15So, if they decide to balance the two engines, they will continue to balance the power and equal amount of thrust to the aircraft.
05:29If they decide to take-off and land, the runway is very important.
05:32So, how long the runway is, how long the runway is, how long the runway is, and how long the runway is,
05:36the runway is less than 650 meters.
05:41So, the other point is, the V1, V2, V3, and Vega.
05:47So, if they decide to be a pilot, they will take advantage of it.
05:54In aviation, there are many terminologies.
05:59Standard terminologies, V1, V2, V3, and IE, these are standard terminologies.
06:04And with your permission, I will actually take the liberty of reading it out so that we don't make a mistake.
06:10Okay.
06:11V1 is take-off decision speed.
06:13This is the maximum speed at which a pilot can safely stop the aircraft on the runway after acceleration.
06:19So, if it's a particular speed, we can take advantage of that runway.
06:29So, you can choose to take-off.
06:34At the same time, the pilot will make a decision in that speed.
06:41At the same time, there will be any warning, any caution, any warning, or any warning.
06:49If it's not airborne, it will be safe.
06:52At the same time, there will be that speed.
06:55Immediately, the brake performance, or reverse thrust facilities,
07:02whatever it is, it will be safe for the aircraft.
07:08So that is V1.
07:09V2 is take-off safety speed.
07:11This is the speed at which the aircraft can safely climb with one engine inoperative after take-off.
07:18This is the speed the aircraft needs to maintain for a safe climb,
07:22especially if an engine fails after V1.
07:26So, this V2 speed will be achieved.
07:29V is the velocity.
07:32The differences are always to velocity and ground speed.
07:37So, if it's a V2 speed, if it's a resistance, it will be a lift, and if it's a engine failing,
07:50it will be a good engine.
07:51Even if it's a engine, it will be a good engine.
07:54It will be safe to continue to climb, continue to take-off.
07:56If it's a speed maintained, the aircraft has the best performance,
08:01it will be safe.
08:03If it's a required altitude, it will be stable.
08:09V3 is a flap retraction speed.
08:13This is the speed at which flaps can be retracted.
08:16Pilots typically initiate flap retraction after reaching V3 and accelerating to a certain altitude,
08:23typically 400 feet, according to FAA safety norms.
08:27Flaps, what is it?
08:29You can see a shape on the rack.
08:33You can see a shape on the rack.
08:34You can see a take-off and land.
08:38You can see a wheel, and you can see an extension.
08:43In my opinion, there are a trailing edge on the rack.
08:47The rack has an extended and an extra surface generates an extra surface.
08:52It creates an extra shape.
08:53During that shape, there is an extra lift.
08:56So, there is an extra lift on the same angle of the attack.
09:00You can use slats, slats, slops, and different types of wing designs.
09:11You can use extra lift in the low speed and use it as well.
09:21And typically, you can use it during take-off and landing.
09:24Then, you can use it as streamlined as fast as you can.
09:29We can use the command for the starting.
09:33We have done so long since price in traverse.
09:37There is a lot of price in the Navy you need.
09:42So, do you know what's going on around the last time of this economy?
09:47Do you know who you are, whether you want to use wing commander?
09:50We will be talking about the last major accident of this launch.
09:56It's a collision from the Mặt Land.
09:59One aircraft is descent and one aircraft is climb.
10:03There are some language problems in that day.
10:08One of them was an aircraft from Kazakhstan.
10:12There were problems in the radar control.
10:20The environment was created at the same point in space.
10:34Unfortunately, they have crashed into each other at the same point.
10:42And obviously, one of them survived.
10:47There are many different events of this accident.
10:53This is also very rare.
10:56Take-off of the time of the aircraft within 2 minutes of leaving the ground or less than 2 minutes of leaving the ground
11:07Definitely, we have to sit back and think.
11:10There are many different aspects that we have to investigate and they will come to the addition.
11:20The world over, I am sure everyone has to study this.
11:26Everybody is looking for an answer.
11:30Because this is the problem with the aircraft.
11:33They will definitely choose this one.
11:36The airframe is related to Boeing directly involved.
11:39The engine manufacturers are concerned with only engines.
11:44If the engine end frame is combined, the entire manufacturing industry will be involved.
11:50Plus, it is to do with the pilot's actions or otherwise.
11:56When we start these investigations, we have to do with the prime face.
12:01They were experienced and qualified crew.
12:05Yes.
12:06The captain has 8600 hours of flying experience.
12:09He has to do with the type of flying experience.
12:11Overall, he is a line training captain.
12:15LTC is capable of training younger pilots and other pilots and checking the other pilots.
12:23So, that is one part of this thing.
12:26Second in command or co-pilot, he has 1100 hours of experience.
12:31So, let us give that respect for now until something is clearly established as to why or what has happened.
12:39So, in this stage, we will be able to talk about specific things.
12:54Okay, sir.
12:55So, what is the opportunity in your view of this mission?
12:59We are able to talk about specific things.
13:01We are able to talk about specific things and everything.
13:02Everything will be taken care of.
13:04The history of the aircraft.
13:06Manufacturing, in any way, it will fly into the manufacturing process.
13:09It was a dreamliner to fly in almost 15 years.
13:18This aircraft was manufactured in 2011.
13:21In that 13 years, it was flying in 11 years in India.
13:26So, it was the first 11-13 years history.
13:30At the same time, the entire fleet, the dreamliner fleet,
13:34from the time it first aircraft was manufactured,
13:37and all aircrafts were co-relate.
13:42It was the same thing that we had to analyze the recordings.
13:47Now, there is no crash site.
13:51Every small part of the hangar,
13:55the shape was created.
13:58Every part of the hangar,
14:01wheels, jacks, controls, control surfaces, nose, and instrumentation.
14:09They will systematically reconstruct and recreate and then investigate.
14:15So, it is going to be a very thorough analysis for sure.
14:23In India, the Aircraft Accident Investigation Bureau is an independent body which looks after this thing,
14:33but it takes time for every time.
14:36And the manufacturing side of the US is the NTSB, National Transportation Safety Board.
14:42They are specialists, manufacturers are specialists, Boeing.
14:49They may request for permission to participate and there is no reason for not permitting it unless it is disturbance.
15:04Definitely, I think it will be a very collaborative and very focused effort.
15:10The main lead will be taken by AIIB because in our country,
15:14one of the Indian company aircrafts, the main lead will be by Director General Civil Aviation side and the AIIB.
15:25The Ministry of Civil Aviation in Kevan and Deshan,
15:28the special board committees or air part will also be investigated.
15:35So, in the 19th century, we have been in the 19th century,
15:38and we have been in the 19th century, and we have been in the 19th century,
15:41and we have been in the 19th century.
15:43And at a certain time, we have been able to get the full time of the year.
15:47So, it is a difficult time.
15:48So, you know what you have to do with this?
15:50Have you experienced this?
15:52Have you experienced this?
15:54Definitely, you know.
15:57Aircraft is like a building.
15:59building. If there is no problem with building contract, we blame the building contract.
16:05And if there is no problem with the aircraft, the manufacturer has to maintain that building.
16:14It is a service oriented aspect.
16:19Now there is a screen. If there is no screen for the aircraft,
16:26there is a policy that has a company. If there is no screen for the aircraft,
16:30I will sell this seat and I will also operate this flight.
16:34That is also a policy of the seat.
16:36So, if the customer is accepted, if the customer is accepted,
16:42we can't do it at this stage.
16:44Because there is no policy. If somebody has a genuine complaint,
16:48they should complain. And if they don't accept the seat,
16:51the in-flight, the cabin crew, certain rights and authorities,
16:57they can re-allocate a seat to a passenger.
17:00And inform the concern that this seat is not done.
17:05because of the aircraft release station, they normally do what they do.
17:09They don't do what they do. It is like,
17:12if we are working on the phone,
17:15if we are working on the phone,
17:19for some reason, it doesn't work.
17:21So, it is an electronic item. It may fail.
17:24So, if there is no problem, then they will re-allocate a seat.
17:27If there is no seat, they may upgrade the seat.
17:30If there is no seat in the economy class,
17:32for whatever reason.
17:33If there is no seat reclined.
17:35You don't accept it. You say,
17:37No, I am sorry. My seat is supposed to work.
17:39I will pay for it.
17:41So, they may upgrade you also.
17:43So, they are all service matters.
17:45Service matters,
17:46if there is an accident,
17:48or aircraft-related aspects,
17:50we should not get confused.
17:52Second thing is,
17:54Air India,
17:56the journey in 1932,
17:58it is a journey.
18:00In this journey,
18:02it has been merged with the parts.
18:06Air India,
18:07Indian Airlines,
18:08Air India Express,
18:10Vistara,
18:11they had a collaboration with you.
18:15They also have a collaboration with you.
18:19So,
18:20if you merge and run together,
18:24it is like two homes coming together.
18:26There are different philosophies,
18:28different concepts,
18:29different working culture.
18:31There are many challenges.
18:34I am sure they are doing it.
18:35If they don't do it,
18:36the public will naturally react and ask.
18:38And it is a service.
18:40At the end of the day,
18:41every airline is a service.
18:42Every customer,
18:43they ask,
18:44if they don't do it,
18:45if they don't do it,
18:46the public will naturally react and ask.
18:48And it is a service.
18:49At the end of the day,
18:50every airline is a service.
18:52So,
18:53if they don't do it,
18:54if they don't do it,
18:55if they don't do it,
18:56they will answer it.
18:57And,
18:58there is also a service.
19:00They are complaining.
19:01At the end of the day,
19:02at the end of the day,
19:04there is also a fuel.
19:06at the end of the day,
19:07so,
19:08at the end of the day,
19:09there is also a fuel.
19:10At that moment,
19:11there was one minute.
19:12One,
19:13two minutes.
19:14When there was a fuel.
19:15There is also a fuel.
19:17At the end of the day,
19:18the fuel was also kept off.
19:19Yes, sir.
19:20In the Laksaya Vela leader,
19:21that is a carrier.
19:23We are able to do it.
19:24We are able to do it.
19:25We are able to do it.
19:27If we can do it,
19:29we are able to fill it.
19:31Definitely.
19:33Obviously,
19:34Obviously, there is no way to fly, there is no way to fly, the hours, and the direction of the diversion.
19:41So, definitely, next 10 to 12 hours that fly is the end of the flight will happen.
19:51Yes, the fuel automatically comes.
19:56one and a half minutes, there is no more fuel in the aircraft.
20:02It has contributed to this accident definitely.
20:05And by itself, aviation turbine fuel is a very stable fuel.
20:10But it's a very high calorific value.
20:14Already fire, already flame, high intensity temperature,
20:21friction source, automatically it will catch fire.
20:25And engines are already, they are already running.
20:29It's a doubt that as engines run out, it's a doubt.
20:34So, while it is running, that flame continues.
20:38That will also be a source of,
20:40this is a dangerous state.
20:44That's why you have to prepare for the first time,
20:50in every safety brief,
20:52if you don't go anywhere,
20:54please move towards the emergency exits.
20:57If you have to prepare for it or not,
20:59because there is so much fire spread.
21:03In the aircraft, it has something,
21:06which can create a danger.
21:10So, our safety protocols are first.
21:13Your life is the main thing.
21:14Your life is the main thing.
21:15Your life is the main thing.
21:16You can save your life and see it later on.
21:18That's why we can do it.
21:20In every safety brief, in every flight.
21:23What is it?
21:23Okay, sir.
21:24The question is,
21:24now on the show,
21:25I will be able to read about how many phases got to be.
21:30Now in the show,
21:32I will be able to find some of the investigations,
21:35as many,
21:35as well as some of the public responsibility,
21:40in my maintenance, in my pilot side, in my investigation, definitely in the company, in the environment, in the civil aviation.
22:01So, let us hope that it has got nothing to do with us.
22:07It is something which has happened beyond the control of everybody who has operated the aircraft.
22:18Let us leave that there.
22:21We don't know what really happened.
22:25Question marks are a lot.
22:27Thank you, sir.
22:28Namaste.
22:29So, we are talking about the retired wing commander, Jagan Mohan Rajgharar.
22:34We are talking about the fact that we are talking about the fact that we are talking about.
22:40Camera man Ramana Mayashto, Shivaramakrishna Prasad, ETV News, Hyderabad.
22:45I know, but slowly, slowly.
22:47I've seen a lot of things happening in the world.
22:50Let me know how to change on the airplane.
22:51Let me know how to move on.
22:52Let me know how to move on.
22:54I'll get back to the習慣 after my next car.
22:55Let me know how to move the airplane.
22:56I'll get back to the airplane and go now.
22:57I'll make a little bit of a capital about the airplane.
22:59Let me know how to move on to the airplane.
23:01All in the airplane is my car.
23:02I'll make it a little bit more.
23:03I'll be able to move on.
23:05I'll be able to move on the airplane and do that,
23:08let me know how to move on October.
23:10The airplane has got everything that you use on the airplane.