relying entirely on their radio operator for communications with the ATC. The radio operator did not have his own flight instrumentation and had to look over the pilots' shoulders for a reading. Kazakhstani officials stated that the aircraft had descended while their pilots were fighting turbulence inside a bank of cumulus clouds. Indian air controllers also complained that the Kazakhstani 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 for aerial navigation. Just a few seconds from impact, the Kazakhstani 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 Arabian plane. The tail of the Kazakhstani plane clipped the left wing of the Saudi Arabian jet, severing both parts from their respective planes. Had the Kazakhstani pilots not climbed slightly, it is likely that they would have passed under the Saudi Arabian plane. The recorder of the Saudi Arabian plane revealed the pilots recited the prayer that is required, according to Islamic law, 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 a Lockheed C-141B Starlifter, which was flying into New Delhi at the time of the crash. The members of his crew filed similar affidavits. Furthermore, Indira Gandhi International Airport did not have secondary surveillance radar, which provides extra information, such as the aircraft's identity and altitude, by reading transponder signals; instead the airport had primary radar, which produces readings of distance and bearing, but not altitude. In addition, departures and arrivals both shared a single corridor within the civilian airspace around New Delhi. Most areas have separate corridors: one for departures and another one for arrivals. But the airspace of Delhi in 1996 had only one civilian corridor because much of the airspace was taken by the Indian Air Force. Due to the crash, the air-crash investigation report recommended changes to air-traffic procedures and infrastructure in New Delhi's air-space: Separation of inbound and outbound aircraft through the