Civil Aviation Development & Discussion

[Singha]

construction of expanded area for BIAL terminal is finally gathering momentum. all the new pillars needed to support the expanded roof are in place as of today.
the signboards promise
2x security gates
3x seating area
2x shooping and eating area

per my estimate an additional 5 + 5 aerobridges for A321 size aircraft can be put into the under construction "arms" leading out of the new terminal to supplement the pitiful 5 or so currently.

the hotel opp the terminal is also structurally complete and is fitting out.

[Vasu]

A big break to the aviation sector. Air India, of course, continues to thrive.



Directly imported fuel to turbocharge airlines

Aviation companies had a good day on Tuesday. A Group of Ministers (GoM) allowed Indian carriers to directly import Aviation Turbine Fuel (ATF) and cleared Air India’s debt restructuring plan. “The GoM has cleared the proposal to allow Indian carriers to import fuel directly. The final clearance will come from the Cabinet,” Civil Aviation Minister Ajit Singh said after the GoM meeting. Air India’s debt restructuring plan will now include raising about Rs 7,400 crore through bonds.

Tax on ATF in India is the second highest in the world at 24 per cent, after 27 per cent in Bangladesh. Direct import will not attract sales tax and lead to savings of Rs 2,500 crore annually, a fourth of the airlines’ annual ATF bill of Rs 10,000 crore.

Banks are restructuring Rs 18,000 crore of Air India’s Rs 22,000-crore short-term debt. Of that, Rs 7,400 crore will be raised through bonds and paid to banks. The rest will be converted into long-term debt.

[Singha]

these bonds will be held by PSU banks...essentially NPAs on their books because AI will be demanding the next bailout about when the bonds reach maturity and need to be paid off

AI == Pakistan ... always jumping from crisis to crisis with deft skills.

[chackojoseph]

India missing out on aviation’s potential : Tony Tyler, DG & CEO, IATA

[pgbhat]

SriLankan gets contract to service IndiGo's aircraft

Feb 14, Colombo: SriLankan Airlines Engineering has secured its largest contract this year to conduct maintenance checks for an Indian airline.

IndiGo, India's budget carrier with a fleet of 48 Airbus A320 airliners has awarded the contract to SriLankan Engineering to conduct C-checks on 26 Airbus A320 through 2012.

This is the fourth consecutive year IndiGo has outsourced to SriLankan and this year's contract is the largest overseas outsourcing of maintenance, repair and overhaul work by an Indian carrier.

[chetak]

About time!!

Air India loses sole right to fly overseas

NEW DELHI, FEB. 14:
Air India will effectively cease to be India's ‘national carrier', with the Government deciding to do away with the state-owned airline's right to have the first right to fly abroad.

This means private airlines such as Jet, Indigo, Kingfisher and SpiceJet will now face no problem in getting permission to fly abroad.

Currently, other airlines are allowed to fly abroad only if Air India is unable to do so. Since its inception, Air India has been enjoying exclusive right and, of course, ‘Right of First Refusal' over foreign routes due to its historic monopoly over foreign routes.

Countries give each other the right to operate flights to and from specific locations within their borders on a bilateral basis. Private airlines have long argued that since bilateral rights are national assets, these should not be wasted.

[Singha]

the continued failure of air india , troubles at KF and the moribund state of the major EU airlines means Emirates and Etihad are the winners in serving the India-North america market. I believe Emirates already provides flights from every major indian city to dubai and from dubai to 10 major american cities.

[Aditya_V]

Such is the state of things in India

Actor pulls strings, gets Jet pilot reinstated

A Jet Airways flight from Chennai to Mumbai was landed by a trainee pilot on the instructions of the Captain of the flight. While the Captain was suspended internally for this violation of safety norms and playing with the lives of 200 people on board, he was later reinstated on the recommendation of a renowned Bollywood actor. However, the Directorate General of Civil Aviation (DGCA) in its usual show for priority to safety has suspended the Chief of Flight Safety of the airline who had little role in the incident.

The story unfolds like this: On October 14, Jet Airways Captain Sheikh Ahmed was operating a flight from Chennai to Mumbai along with First Officer Khajuria and a charming supernumerary pilot in the jump seat. Soon, Ahmed asked Khajuria to vacate his seat and permitted the supernumerary pilot to sit there. “When a flight is at a height of 10,000 feet or lower the cockpit has to become a sterile zone... In this case, when Khajuria asked the Captain to seat him back, Captain Ahmed ignored his plea and went on to allow the lady supernumerary pilot to landHeh heh, in gross violation of safety,” said a Jet Airways official in Mumbai.

Khajuria made an internal complaint about the incident with Chief of Flight Safety, Vishesh Oberoi, who suspended Captain Ahmed for three months. But, his suspension was revoked on January 3 by the Chief Pilot of Jet Airways’ 737 fleet. Airline sources told Express that it was done after a Bollywood actor, close to Ahmed, spoke to the airline’s top brass to soften their stand.

[chetak]

The pakis finally getting the right treatment in the land of the pure

'Great people to fly with' PIA ferrying flyers in toilets due to shortage of seats!

[chetak]

the continued failure of air india , troubles at KF and the moribund state of the major EU airlines means Emirates and Etihad are the winners in serving the India-North america market. I believe Emirates already provides flights from every major indian city to dubai and from dubai to 10 major american cities.

Our agile ministers have benefited enormously from this situation by actively encouraging the "gelf" carriers and purposely troubling Indian carriers. Shameless,disloyal scum.

[Mort Walker]

the continued failure of air india , troubles at KF and the moribund state of the major EU airlines means Emirates and Etihad are the winners in serving the India-North america market. I believe Emirates already provides flights from every major indian city to dubai and from dubai to 10 major american cities.

+1. I agree completely. From the US, only Continental is flying directly to India. Both American and Delta are now gone and you can only get to India via their partners.

[Mort Walker]

the continued failure of air india , troubles at KF and the moribund state of the major EU airlines means Emirates and Etihad are the winners in serving the India-North america market. I believe Emirates already provides flights from every major indian city to dubai and from dubai to 10 major american cities.

Our agile ministers have benefited enormously from this situation by actively encouraging the "gelf" carriers and purposely troubling Indian carriers. Shameless,disloyal scum.

That's a pretty strong accusation. Some of these "gelf" countries are harboring known terrorists, financing their operations and money laundering in India and around the world.

[Sriman]

That's a pretty strong accusation. Some of these "gelf" countries are harboring known terrorists, financing their operations and money laundering in India and around the world.

Mort, gory details here:
http://www.cougar-rides.com/blog/murder ... -maharaja/

[Singha]

very interesting read the blog. the pic of the KF jet in dilli reminds of antonovs and ilyushins lying in some russian airport for a decade
http://www.cougar-rides.com/wp-content/ ... Tg8JT.jpeg

[putnanja]

Our agile ministers have benefited enormously from this situation by actively encouraging the "gelf" carriers and purposely troubling Indian carriers. Shameless,disloyal scum.

That's a pretty strong accusation. Some of these "gelf" countries are harboring known terrorists, financing their operations and money laundering in India and around the world.

Chetak is right. A particular Civil aviation minister in UPA was supposed to have given away rights in bilateral treaties to middle east carriers at the cost of Indian carriers.

[anishns]

Air India deployed bigger aircraft to accommodate Praful Patel's kin, notings show

Nice Air parasite infected by parasites

[Singha]

KF seems to be in on its last legs. 50 A320 commanders quit last week leading to big cancellations yesterday. all of them apparently joined Indigo!
there were already strikes by ground staff and agents in various places protesting non payments.

their accounts are frozen due to non payment of TDS.

[Sriman]

I'm looking to book a ticket to Delhi in March over a weekend and KF's fare is 1/4th of other carriers. Tickets as low as Rs 1200. It's different issue whether those flights will actually go through or not come March.

[chetak]

I'm looking to book a ticket to Delhi in March over a weekend and KF's fare is 1/4th of other carriers. Tickets as low as Rs 1200. It's different issue whether those flights will actually go through or not come March.

They have no pilots, period.

Rival airlines have offered 4 months bonus and an iron clad promise to the jumping ship pilots to fight consequent legal cases on their behalf.

[krishnan]

It is widely believed that Kingfisher merged itself with Air Deccan so that it could classify as an airline with five years of domestic flying in 2008, thus fulfiling requirements to fly international routes.

http://www.sify.com/finance/a-tale-of-t ... ?ref=false

[nachiket]

^^The whole "requiring 5 years of domestic experience to fly international" rule was bogus. Just another attempt to reduce local competition to Air Parasite.

[putnanja]

^^The whole "requiring 5 years of domestic experience to fly international" rule was bogus. Just another attempt to reduce local competition to Air Parasite.

Nope, it was to favor middle-east carriers. See the way the rights and traffic was gifted away. They signed agreements with these countries increasing capacity by a huge factor. Even new ME carriers could operate on these routes like Air Arabia etc. However, Air India was not in a position to utilize the Indian share of the bilaterals. And this five year rule effectively shut out other Indian carriers other than Jet. oh, and apparently AI/IC was asked to shut down some profitable routes to favour Jet. And the ill-thought out merger of AI/IC dragged them down even further. Even though Air India was always bleeding, it was doing somewhat better than now before merger and Indian Airlines(IC) was supposedly doing good, either breaking even or showing a small profit. After merger, both went down like a sack of bricks.

You now have Emirates/Etihad/Gulf/Air Arabia and other ME airlines operating to 10+ destinations in India and picking up traffic to middle-east and beyond. Air India is on life support. Kingfisher is gasping for air, and Jet has been showing losses for last few years. Soon, Emirates will be declared the national airline of India.

[Singha]

KF has apparently 28 planes left. the rest are parked and wrapped in foil or cannibalized. there is a bank bailout being negotiated which will unfreeze their accounts.

the same old circus goes on.

[Kannan]

Anyone else read the Mangalore final report? Sad but purely pilot error and a FO who should've been more assertive

[Vipul]

Rs 200cr helicopter unit likely in Kochi.

Former Asianet bossman Dr Reji Menon, who is currently based in Ukraine, is planning to bring in expertise and funding from that country to build a helicopter assembly unit in Kerala. According to sources familiar with the development, Menon will set up the helicopter assembly inKochi assisted by technicians from Ukraine. During a recent visit to his home state, Menon had broached the idea of setting up a helicopter facility with Kerala chief minister Oommen Chandy.

The new facility, with an estimated investment of Rs 200 crore, will roll out twin-engined helicopters targeted at the corporate segment, sources said. The technicians from Ukraine would be able to speak only Ukrainian and Russian, but as they wouldn't need much customer interaction, this problem could be sorted out, sources said. The facility will also provide repair services to customers. Asked about feasibility of such a business in Kerala, C G Krishnadas Nair, former chairman and managing director of Hindustan Aeronautics Limited (HAL), said private players are allowed to set up manufacturing companies in the country on their own or in collaboration with other companies. "Only HAL runs a repair facility in the country right now. Hence, there is huge potential for a helicopter MRO (maintenance, repair and overhaul) facility in India in general, and in particular Kochi," he said.

Between HAL and Bell Helicopters, India currently produces about 60 helicopters a year. The market is propelled by military and government organisations, but there is unmet demand, sources said. For, many corporate buyers harried by traffic jams are relentlessly on the lookout for small four/six-seater machines. "There is a market gap for an additional 40-50 helicopters," said C V Venugopalan, former additional general manager with HAL.

"As the roads continue to get congested, new hotels and hospitals will tag on a helipad to their facilities. The sky is not crowded as yet, and hence there is potential for private helicopter manufacturers in India." A small helicopter assembly unit is expected to need a hangar of 15 mts x 30 mts, field services and a helipad.

[Austin]

Sukhoi Civil Aircraft: the price of Sukhoi Superjet 100 has increased but it is still cheaper than its rivals

The price of Russian regional Sukhoi Superjet 100 (SSJ100) aircraft has increased in 2012 to $35,4 million from $31,7 million. However, SSJ100 is still cheaper than its rivals by 15%, said Senior Vice-president of Sukhoi Civil Aircraft, Customers, Igor Sirtsov. It has been reported by RIA Novosti.

"Now the basic version of this jet costs $35,4 million and the version with extended range (LR) - $36,2 million (list prices). The previous value of these versions was $31,7 and $32,3 million respectively", - he explained.

The SCA has not changed the list prices of its products since 2010 due to global economic crisis. "The price escalation has been carried out in accordance with business plan. At that, our aircraft still has the 15% advantage as compared to its rivals", - Sirtsov noted.

According to him, Sukhoi Superjet 100 is the best aircraft in its class now. "SSJ100 leaves the foreign analogues behind by its economical performance (8-10%), it has lower fuel consumption, operational costs and its maintenance is cheaper", - Sirtsov said.

SSJ100 is very well protected from the impact of human factor.

This project is unique for Russian Federation. "Firstly, it is the first digital project in Russia. Secondly, the jet has been designed in the network of wide international cooperation with the participation of over 60 companies from 30 countries", - Sirtsov said.

Russian designers have developed the aerodynamic configuration, created the airframe, the engine has been developed in cooperation with Snecma (France) – the special joint-venture has been created for this project –Powerjet. It is responsible for assembly of these engines within the framework of cooperation with NPO Saturn. The well-known French company Thales, which, in particular, has created the simulator for training of pilots, is also taking part in the cooperation.

The basic version of SSJ100 is intended for transportation of 100 passengers (range – 3000 km).

[dinakar]

A very good article about the crisis in Kingfisher Airlines, even though it is not by a media guy, he is spot on all the issues regarding the whole airline crisis.

[Austin]

He seems to be in huge debt ...those figures are astounding . Wonder how he will get out and if he will get out of this mess...with fuel prices rising thats going to be all the more difficult.

May be they need a strategic partner in some like TATA who can pump in money ,take majority stake and come with good business model.

[Arav]

Don’t bank on the maharaja

One is the banker to every Indian, the other is the maharajah in the sky. So no prizes for guessing who will be the darling of the government when North Block tosses between bailout funds for the two.

It will be difficult for even a single Cabinet minister to write a sentence to justify why AI should be saved, there is obviously not an iota of doubt why SBI needs the support. Yet, as the government bean counters try to adjust the budget numbers, they are faced with a bit of an either-or choice.

[rajkumar]

He seems to be in huge debt ...those figures are astounding . Wonder how he will get out and if he will get out of this mess...with fuel prices rising thats going to be all the more difficult.

May be they need a strategic partner in some like TATA who can pump in money ,take majority stake and come with good business model.

He can't get out. Kingfisher is dead man walking!!!

[chaanakya]

Mangalore Aircrash Report

Direct cause of the Accident:
The Court of Inquiry determines that cause of this accident was the Captain’s failure to discontinue the ‘unstabilised approach’ and his persistence in continuing with the landing, despite three calls from the First Officer to ‘go around’ and a number of warnings from EGPWS.

The contributory factors were:
(a) In spite of availability of adequate rest period prior to the flight, the Captain was in prolonged sleep during flight, which could have led to sleep inertia. As a result of relatively short period of time between his awakening and the approach, it possibly led to impaired judgment. This aspect might have got accentuated while flying in the Window of Circadian Low (WOCL).

(b) In the absence of Mangalore Area Control Radar (MSSR), due to un-serviceability, the aircraft was given descent at a shorter distance on DME as compared to the normal. However, the flight crew did not plan the descent profile properly, resulting in remaining high on approach.

(c) Probably in view of ambiguity in various instructions empowering the ‘co-pilot’ to initiate a ‘go around’, the First Officer gave repeated calls to this effect, but did not take over the controls to actually discontinue the ill-fated approach.

I think we had come to similar conclusions. The sequence and flight approach for landing was as indicated by diagram drawn by gagan. Going through rest of the report. Will post some of the relevant facts and observations.
The Court of Enquiry was headed by Air Marshal B N Gokhale AVSM VM Retd. a former Vice Chief of Air Staff,IAF. Report is well written.

[chaanakya]

^^ from the report.

From 05:55:13 to 05:58:56
hours IST, the only sounds made by the Captain were of exhaling, yawning and throat clearing. During the same time, the First Officer also made a sound of extended yawning and whistling on three occasions

[chaanakya]

From a highly unstabilised approach, the Captain had persisted with the landing. As deduced from the DFDR, the aircraft was almost 200 ft above the threshold and at a speed of 164 kt as compared to 50 feet and 144 kt normally applicable for this configuration.
Due to such a high speed, the Flap Load Relief had moved the flaps from 40o to 30o and subsequently, when the speed reduced below 158 kt, the flaps got redeployed to 40o. This extension during the flare, close to the ground resulted into a prolonged float and a late touchdown. The right wheel touched first at about 4500 feet from the beginning of runway 24. However, the aircraft bounced slightly and it finally touched down at about 5200 feet.

[chaanakya]

Although the runway length of 8033 feet at Mangalore is adequate for Boeing 737-800 operations, most of the pilots prefer to use Auto Brake setting of 3 or MAX to ensure timely stoppage of aircraft. However, in the accident aircraft, Brake setting was set at 2. After touchdown, the Captain had selected Thrust Reversers and commenced braking. It was initially gradual due this setting.
However, later when the brake pressure had been increased manually, as per the aircraft braking system, the aircraft started decelerating much faster. It was brought out by the Boeing Test Pilot during Public Hearing that if the Captain had deployed
detent reverse thrust and had applied maximum manual braking at touchdown, the aircraft could have stopped by 7600 feet beyond the R/W 24 threshold i.e. on the paved portion of R/W 24.

While such stoppage figures are demonstrable during controlled test flying scenarios, these cannot be considered for landings during routine line operations. However, if the Captain had initiated maximum manual braking with Thrust Reversers, the aircraft could have stopped in the overshoot area and the accident might have been averted.

If I remember correctly, this was the opinion we had.
http://forums.bharat-rakshak.com/viewto ... 56#p938456

and the discussions following it, including Chetak and enqyoob posts.

Most of the points have been covered in this thread in days following the crash. The only point which seemed to attract different views was about Reverse thrusters: whether it was applied or not.

I think that point seems clear. RT was indeed applied.

I had speculated about plane missing its glide path. That is , apparently confirmed. Plane was indeed in wrong glide path with steep descent. Likely to be approaching from above.

Plane missed the approach at DH which is about 800ft. Should have initiated TOGO.

Instead, pilot decided to continue with landing. With half the runway available he could have stopped with Max Brake and Max RT.

Having decided to touchdown, he should have continued with landing. No manual prescribes TOGO after Touchdown.
Also , it looks like plane had high speed and had a late Touchdown.

Once Pilot decided TOGO , against all procedure etc, he would have taken action to reduce RT to idle and then Thrust Max. It takes 8 seconds for RT to Idle and Thrust to Max with autobrake removed. Plane would have travelled another 2000 fts before max power finally kicked in and speed would have reduced by 20-40 Knots below takeoff speed of 165Kts so took time to gather take off speed. This could have easily shaved off another 2000 fts not leaving runway to be cleared.


However , I was struck by the possibility of pilot sleeping at the controls. Report says CVR recorded snoring for long time after takeoff from Dubai. Earlier I read the report that Pilots were adequately rested. My own experience says that 4-6 Am is quite difficult time to ward off sleep unless you are accustomed to it. Could be , Pilots were having momentary lapse of concentration.

[chaanakya]

^^

After having commenced braking, the Captain made a grave mistake of stowing Thrust Reversers and opening full throttle with the intention of going around. The Boeing SOP categorically states that during landing, having selected thrust reversers, these should not be cancelled to initiate another take off. Despite such clear instructions, the Captain had tried to go around. This further aggravated the situation and the aircraft impacted the non-frangible ILS mounting structure close to the airport fencing and fell into a gorge.

Sleepy captain with non assertive Co Pilot and having trouble with his Captain who felt he was always right and making decisions against SOP is sure recipe for disaster.

[chaanakya]

^^

This steep ‘Trans-Cockpit Authority Gradient’, limited the communication skills of both the crewmembers, especially the First Officer who tried to draw the attention of the Captain to conduct a ‘Go-Around’ due to unstabilised conditions. The reasons appear to be the authoritative style of the Captain and desire of the First Officer to avoid conflict.
Socio-cultural factors also appeared to have played a role in this accident. The First Officer had failed to be more assertive when the Captain was continuing the approach in unstabilised conditions. Socio-psychological influences can interfere with the proper exchange of briefing and standard call-outs; and thus affect safe operations. In spite of First Officer clearly advising the Captain of discrepancies, the Captain failed to take corrective action. Air India Express therefore, needs to develop effective CRM Training that will foster Crew Co-ordination so that the crew develop bonding and motivate each other to accomplish team goals over and above their individual goals.

[chaanakya]

^^

From the CVR transcript, it was evident that the Captain did not communicate with the First Officer, especially during the descent phase and the expected instrument approach briefing. There were also indications that the task performance was affected because the First Officer did not query or effectively communicate with the Captain. Limited communication including omission of a number of crucial and mandatory calls affected the crew performance.

[chaanakya]

^^

“When alertness is impaired, people may fix their focus on a minor problem, when there is a risk of a major one; may fail to anticipate danger; may display automatic behaviour syndrome; may fail to appreciate the gravity of a problem or situation; may display flawed logic; and may apply inappropriate corrective actions..”
(A guide for investigating fatigue: Transportation Safety Board of Canada. & Human Factors for Transport Investigators, Canberra, 2 - 6 July 2001). The Captain had realised that the flight was high on approach. This was evidenced by the Captain’s remark of “WRONG LOC.. LOCALISER... GLIDE PATH” in response to First Officer’s announcement of “RUNWAY STRAIGHT DOWN!”. At this stage, on realising being high on approach, instead of initiating a ‘Go Around’, the Captain had chosen to disengage auto-pilot and had manually increased the rate of descent. Further, he had persisted in maintaining this steep rate of descent to fulfil his intention of making good a landing, despite three unambiguous calls by the First Officer to ‘GO AROUND’ and one call of ‘UNSTABILISED’ as well as several aural warnings of “SINK RATE” and “PULL UP” by the EGPWS of the aircraft. Such violation of laid down SOP and failure to appreciate the dangerous situation might have been partly due to fatigue and sleep inertia.

[chaanakya]

^^

After the late touchdown and unable to see the aircraft at the end of R/W 24, the ATC had given a routine call to the aircraft to backtrack (and taxi to aircraft parking bay).

ATC was not able to see the Aircraft during landing and crash.

[chaanakya]

^^
Sequence of events recorded by DFDR

The descent from 37000 ft had commenced at 05:47:37 hours IST at 77 DME.
.. At 05:56:57 hours IST at an altitude of 28952 ft Speedbrakes were deployed. The deflection of the speedbrakes handle had increased from 3.66 ° to 30.67° and the corresponding deflection of the spoilers 3, 4, 9 and 10 was 7.6°, 18.19°, 16.88° and 6.91° respectively.

.. Aircraft had entered 10 DME ARC at 05:58:40 hours IST, when the heading was 93.5°, air speed was 251 kt and pressure altitude was 10496 ft. It had exited the DME Arc and aligned with R/W 24 heading at 06:01:41 hours IST, at 7.5 DME, IAS 178.8 kt, Pressure Altitude 5263 ft.

.. Speedbrake handle and corresponding spoilers were retracted at 06:02:50 hours IST at altitude of 3767ft. Speedbrakes were again deployed from 06:04:03 to 06:04:21 hours IST, wherein corresponding pressure altitude had decreased from 1661 ft to 720 ft.

.. At 06:04:41 hours IST, Weight on Wheel (WOW) was indicated on right wheel.

.. Flap 1 was selected at 7000 ft, subsequently flap 5, 10, 15 and 40 were selected. Flap 40 was selected at an altitude of 3000 ft. At 06:04:22 hours IST while flap lever was at 40, the flap surface moved to 30 at IAS of 165 kt at altitude of 650 ft.

.. EGPWS aural warnings of “SINK RATE” had come from 06:04:05 hours IST to 06:04:07 hours IST at 1500 ft Pressure altitude and again came from 06:04:13 hours IST to 06: 04:14 hours IST at 1100 ft. GPWS “PULL UP” warning came from 06:04:15 hours IST to 06:04:25 hours IST at Pressure Altitude of 1000 ft. EGPWS “SINK RATE “warning had again come from 06:04:26 hours IST to 06:04:28 hours IST at Pressure Altitude of 560 ft and finally at 100 ft.

.. Weight on Wheel on both the main gears was recorded at 06:04:43 hours IST, the vertical acceleration recorded at this point was 1.5 Vg. At 06:04:45 hours IST, WOW was recorded on the Nose gear with vertical acceleration of 1.2 Vg.

.. Auto brakes were deployed from 06:04:42 hours IST to 06:04:48 hours IST. Thereafter, manual brakes were utilised temporarily.

.. At 06:04:45 hours IST, thrust reversers were deployed.

.. From 06:04:55 hours IST to 06:04:57 hours IST, the thrust reversers were in transit. The throttle resolver angle of Left and Right engine was increased to 83.87 and during this period, the speed was 79 kt.

.. At 06:04:59 hours IST, both fuel flow and EGT had started rising. .. At 06:05:03 hours IST, at the end of DFDR recording, the speed was 55 kt.