Air India Express accident at Calicut was facilitated by the regulator, how?

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  Air India Airbus Landing at Port Blair (Source Dr Puneet) Blaming the pilots alone for an accident is like addressing the symptom rather than the root cause. The root cause of the Calicut accident of IX1344 on 7th Aug 2020 is the poor safety culture prevalent in India and the ineffective regulatory oversight. This landing(YouTube video) can be categorized as a deliberate attempt to endanger the lives of passengers and crew. This is not the Calicut landing but a landing at another critical airport where most of the year the airport experiences tailwinds. Since the airport has a unidirectional runway ( landing from one direction only), the flight crew has no option but to land in tailwinds. The situation worsens during the monsoons when there is a tailwind and the runway is wet and braking action reduces. Action has not been taken either by the regulator or by the airline safety. Why? What is the role of the regulator? The Directorate General of Civil Aviation (DGCA) is the regulatory

Fact Checked: ICAO mandates arresting systems on runways like Kozhikode, why was it not complied with?

 

 
ICAO has defined Runway End Safety Area (RESA) in Annex-14 as a standard that must be complied with.
An area symmetrical about the extended runway centre line and adjacent to the end of the
strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway.
3.5.1 A runway end safety area shall be provided at each end of a runway strip where:
— the code number is 3 or 4; and
— the code number is 1 or 2 and the runway is an instrument one.

10.2 Where provision of a runway end safety area would be particularly prohibitive to implement, consideration would have to be given to reducing some of the declared distances of the runway for the provision of a runway end safety area and installation of an arresting system.
 
10.3 Research programmes, as well as evaluation of actual aircraft overruns into arresting systems, have demonstrated that the performance of some arresting systems can be predictable and effective in arresting aircraft overruns.

While it is abundantly clear for the text as given in ICAO Annex-14 that when the RESA is carved out of an existing runway surface by reducing the declared distance or runway length available, arresting systems must be provided. The Kozhikode runway length was reduced from 2860m by 160m to carve out a RESA length of 240m.
Why was the arresting system not provided is what need to be probed. India has not filed any differences with ICAO standards till Dec 2019 which means that India will comply with the standard as given in Annex-14.

Arresting System
ICAO Annex-14 extract 

 
The only social media tweet justifying the non installation is from the Aviation Ministry.
The corollary I can draw is, don't install seat belts because the maintenance and replacement would be complex. What do you infer?

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