Investigate & publicize Mangalore air crash
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Mangalore air crash at a glance Times of India, May 22, 2010 http://timesofindia.indiatimes.com/City/Mangalore/Mangalore-air-crash-at-a-glance/articleshow/5962728.cms
Accident happened : 6.30am
The runway: It is a brand new runway. The Mangalore airport is situated on a hillock, and the runway is built on a flat stretch of land, with either ends of the runway sloping downwards. So, if a pilot misjudges his landing or take-off, the aircraft will overshoot the runway and go downhill. Which is what seems to have happened to Air India Express flight IX-812.
Length: 5,800 ft (1,740 mts) Runway elevation: 336 ft (101 mts)
The weather: What was the weather like during the crash?
No rain, wind calm but there was dense fog over the airport. Visibility was only 6 km, more than that required.
Passengers: Total: 166 (137 adults, 19 children, 4 infants and 6 crew)
Survivors: 7
Plane facts
State-of-the-art Boeing 737-800 inducted on Jan. 15, 2008.
Piloted by Serbian expatriate Capt Zlatko Glusica.
Glusica (55) had 10,000 hours of flying experience.
Theory 1
It overshot the runway after it landed. The plane didn't stop after landing. Could it be a tyre burst?
Theory 2
The aircraft overshot the runway, hit the fence and went beyond the boundary wall of the airport, broke and went up in flames.
Safety lessons yet to be learnt - The Hindu Sun, May 23, 2010
http://www.hindu.com/2010/05/23/stories/2010052362941000.htm
This accident is a result of complacency in the system
It was a tragedy waiting to happen. Safety standards in Indian aviation have been on the wane for the last six years. Efforts are on to correct the drift, but the systemic rot is so deep and corruption levels are so high, we are not likely to see any improvement in safety unless drastic changes are made. In December 2009, a Kingfisher Airlines aircraft overshot the runway at the Mumbai airport while landing in rain. The regulatory oversight of safety standards is poor, and training standards are deteriorating.
The touchdown was reported to have happened too late. The aircraft went through the perimeter wall at high speed. A normal touchdown takes place between 1,400 feet to 1,800 feet from the start of the runway. The AIE aircraft is reported to have touched down close to 3,000 feet down the runway.
This is an example of an approach-and-landing accident, with a late touchdown at a higher than normal speed. This compulsion to continue with the approach points to a certain level of fatigue-induced decision. The crew had operated for the better part of the night, and the accident happened early in the morning. The DGCA has to scrutinise the safety and training standards of the airline. Does it have the right personnel manning crucial posts?
India needs an independent air safety board and an independent regulator. The claim that we are very safe and nothing less than 100 per cent is acceptable - an oft-repeated statement by the Minister of Civil Aviation - has been blown to bits. Circumventing safety standards to accommodate the commercial interests of operators has cost the lives of more than 150 people. We need transparency in the system.
The directives in a recent DGCA circular on Approach and Landing Accident Reduction (ALAR) have to be pushed through on a war-footing. The number of close shaves that have been witnessed in the last few years highlights the fact that there is something seriously wrong with the system. (Captain A. Ranganathan the author is an airline instructor pilot with extensive flying experience, and a consultant in the field of accident prevention.)
ESG had fought a legal battle against 2nd runway Deccan Herald May 24, 2010
http://www.deccanherald.com/content/71064/esg-had-fought-legal-battle.html
The Mangalore airport design simply did not conform to the most basic national and international standards of airport design. The Airports Authority of India decided to expand the Mangalore Airport allegedly buckling to the pressure created by the business lobby in 1987.
A more appropriate location for the expansion of the airport, could/would have been towards north from the existing runway. However, this option was not even considered as the acquisition of such lands would displace about 70 large landholding families, most being highly connected politically.
The basic strip has a 100 metres drop. Mere 200 metres available for the basic strip of the runway instead of the minimum required width of 300 metres. This is standard for pilots to land or take off on the strength of instrument support and without sighting the runway. This width is mandatory to provide for instrument or human error. This standard also provides for emergency evacuations measures. Nine mtpa MRPL is situated within 4 kms while standards prescribe that the refinery should be 8 kms. High Tension Transmission Line at 1.5 km away while it should be at least 3 kms from the runway.
Environment group blames air crash on faulty runway construction - Times of India, May 22, 2010
http://timesofindia.indiatimes.com/city/bangalore/Environment-group-blames-air-crash-on-faulty-runway-construction/articleshow/5963047.cms
The second runway in Mangalore could not meet the standards required in dealing with an emergency, particularly during landing and takeoff. Even though alternative sites existed, Saldhana said, the authorities proceeded obstinately to expand the airport, yielding to pressure from politicians, and business, real estate and hotel lobbies that benefited immensely from an airport at Bajpe.
The airport did not conform to the minimum safeguards for emergency situations, particularly during landing and takeoff, neither did it have emergency approach roads on all sides as required. The site chosen for expansion at Bajpe was surrounded by deep valleys on three sides of the runway and did not provide for emergency landing areas as required.
Short, narrow Bajpe runway fraught with risks: Experts TOI, Mon, May 24
http://timesofindia.indiatimes.com/City/Mangalore/Short-narrow-Bajpe-runway-fraught-with-risks-Experts/articleshow/5966688.cms
Aerospace experts say flat terrain should be the first choice for an airport and table-top runways only in an "absolute no-choice situation".
The runway does not have adequate stopway in case of an emergency there is a stopway alright but not long enough to protect the aircraft in case of overshooting or an engine problem, or any other technical glitch during landing or take-off.
In an emergency situation, an aircraft would fall into the deep gorge on either side of the runway if it slips while landing.
Was pilot fatigue a factor in the crash? The Hindu Mon, May 24, 2010
http://www.hindu.com/2010/05/24/stories/2010052459941300.htm
"Archaic" regulations issued by the Directorate-General of Civil Aviation (DGCA) in 1992, on how long pilots can fly and be on duty without a break, could be a significant factor in causing "pilot fatigue."
Flying during the night - on a graveyard shift - is not the same as flying during the day, when the human body can remain alert longer.
'Incorrect' flight path could have caused Mangalore crash: AAI official TOI, May 23,2010
http://timesofindia.indiatimes.com/City/Mangalore/Incorrect-flight-path-could-have-caused-Mangalore-crash-AAI-official/articleshow/5964817.cms
http://timesofindia.indiatimes.com/India/Air-crashes-Tired-pilots-crew-a-recipe-for-disaster/articleshow/5963763.cms
Up to 78\% of fatal air crashes are caused by human error, of which a majority are because of pilot fatigue, according to the Indian Commercial Pilots' Association.
A shortage of staff was forcing cabin crew to exceed the limit on flying hours imposed by the directorate-general of civil aviation (DGCA). Besides, most airlines are going in for quick turn-around (QTA) flights at night, further raising pilots' stress and fatigue levels.
The crew of Flight IX 812 had left Mangalore at 8pm and flew more than four hours to reach Dubai. Soon, they were busy with walk-around inspections, fuel checks, and weather confirmation. By the time the routine checks were over, passengers were ready to board the flight for the return journey.
"Such schedules are extremely tiring. And this can have dangerous consequences," says a pilot. Airline sources also claimed that AI Express pilots too don't get adequate rest between two legs of flights because of a similar shortage.
"There's hardly any breathing period between the outbound and inbound journeys. In such a case, human psychology may make pilots - out of fatigue - go in for the time-consuming practice of go-arounds. The DGCA has ruled in favour of airline operators by reducing pilots' rest period and increasing duty time so that they can get more work for same or even less pay. It's time passenger safety gets precedence over commercial interests of airlines," said a senior pilot.
http://timesofindia.indiatimes.com/India/Risk-stress-take-the-sheen-off-being-cabin-crew/articleshow/5966681.cms
Mangalore Air Crash Tragic Fallout of Criminal Negligence of Planning and Regulatory Authorities http://www.esgindia.org/campaigns/bajpe/press.html
Airport location: NGO to move court Times of India
http://timesofindia.indiatimes.com/city/bangalore/Airport-location-NGO-to-move-court/articleshow/5966676.cms
India today is frenetically building airports all over, and for all sorts of flaky reasons. Such is the political, bureaucratic and corporate pressure to build and expand airports that anyone questioning the rationale is quickly dubbed as a "busybody", "useless interloper", "promoted by vested interest" and raising "frivolous" concerns.
Conclusion: To ensure such incidents do not recur, we request the Union Minister of Civil Aviation to order an impartial Commission of Enquiry into the causative factors of this crash. Criminal negligence proceedings may/shall please be initiated against all authorities connected with the decision to commission the 2nd runway at Mangalore in violation of the directions of the Hon'ble Supreme Court.
Accident happened : 6.30am
The runway: It is a brand new runway. The Mangalore airport is situated on a hillock, and the runway is built on a flat stretch of land, with either ends of the runway sloping downwards. So, if a pilot misjudges his landing or take-off, the aircraft will overshoot the runway and go downhill. Which is what seems to have happened to Air India Express flight IX-812.
Length: 5,800 ft (1,740 mts) Runway elevation: 336 ft (101 mts)
The weather: What was the weather like during the crash?
No rain, wind calm but there was dense fog over the airport. Visibility was only 6 km, more than that required.
Passengers: Total: 166 (137 adults, 19 children, 4 infants and 6 crew)
Survivors: 7
Plane facts
State-of-the-art Boeing 737-800 inducted on Jan. 15, 2008.
Piloted by Serbian expatriate Capt Zlatko Glusica.
Glusica (55) had 10,000 hours of flying experience.
Theory 1
It overshot the runway after it landed. The plane didn't stop after landing. Could it be a tyre burst?
Theory 2
The aircraft overshot the runway, hit the fence and went beyond the boundary wall of the airport, broke and went up in flames.
Safety lessons yet to be learnt - The Hindu Sun, May 23, 2010
http://www.hindu.com/2010/05/23/stories/2010052362941000.htm
This accident is a result of complacency in the system
It was a tragedy waiting to happen. Safety standards in Indian aviation have been on the wane for the last six years. Efforts are on to correct the drift, but the systemic rot is so deep and corruption levels are so high, we are not likely to see any improvement in safety unless drastic changes are made. In December 2009, a Kingfisher Airlines aircraft overshot the runway at the Mumbai airport while landing in rain. The regulatory oversight of safety standards is poor, and training standards are deteriorating.
The touchdown was reported to have happened too late. The aircraft went through the perimeter wall at high speed. A normal touchdown takes place between 1,400 feet to 1,800 feet from the start of the runway. The AIE aircraft is reported to have touched down close to 3,000 feet down the runway.
This is an example of an approach-and-landing accident, with a late touchdown at a higher than normal speed. This compulsion to continue with the approach points to a certain level of fatigue-induced decision. The crew had operated for the better part of the night, and the accident happened early in the morning. The DGCA has to scrutinise the safety and training standards of the airline. Does it have the right personnel manning crucial posts?
India needs an independent air safety board and an independent regulator. The claim that we are very safe and nothing less than 100 per cent is acceptable - an oft-repeated statement by the Minister of Civil Aviation - has been blown to bits. Circumventing safety standards to accommodate the commercial interests of operators has cost the lives of more than 150 people. We need transparency in the system.
The directives in a recent DGCA circular on Approach and Landing Accident Reduction (ALAR) have to be pushed through on a war-footing. The number of close shaves that have been witnessed in the last few years highlights the fact that there is something seriously wrong with the system. (Captain A. Ranganathan the author is an airline instructor pilot with extensive flying experience, and a consultant in the field of accident prevention.)
ESG had fought a legal battle against 2nd runway Deccan Herald May 24, 2010
http://www.deccanherald.com/content/71064/esg-had-fought-legal-battle.html
The Mangalore airport design simply did not conform to the most basic national and international standards of airport design. The Airports Authority of India decided to expand the Mangalore Airport allegedly buckling to the pressure created by the business lobby in 1987.
A more appropriate location for the expansion of the airport, could/would have been towards north from the existing runway. However, this option was not even considered as the acquisition of such lands would displace about 70 large landholding families, most being highly connected politically.
The basic strip has a 100 metres drop. Mere 200 metres available for the basic strip of the runway instead of the minimum required width of 300 metres. This is standard for pilots to land or take off on the strength of instrument support and without sighting the runway. This width is mandatory to provide for instrument or human error. This standard also provides for emergency evacuations measures. Nine mtpa MRPL is situated within 4 kms while standards prescribe that the refinery should be 8 kms. High Tension Transmission Line at 1.5 km away while it should be at least 3 kms from the runway.
Environment group blames air crash on faulty runway construction - Times of India, May 22, 2010
http://timesofindia.indiatimes.com/city/bangalore/Environment-group-blames-air-crash-on-faulty-runway-construction/articleshow/5963047.cms
The second runway in Mangalore could not meet the standards required in dealing with an emergency, particularly during landing and takeoff. Even though alternative sites existed, Saldhana said, the authorities proceeded obstinately to expand the airport, yielding to pressure from politicians, and business, real estate and hotel lobbies that benefited immensely from an airport at Bajpe.
The airport did not conform to the minimum safeguards for emergency situations, particularly during landing and takeoff, neither did it have emergency approach roads on all sides as required. The site chosen for expansion at Bajpe was surrounded by deep valleys on three sides of the runway and did not provide for emergency landing areas as required.
Short, narrow Bajpe runway fraught with risks: Experts TOI, Mon, May 24
http://timesofindia.indiatimes.com/City/Mangalore/Short-narrow-Bajpe-runway-fraught-with-risks-Experts/articleshow/5966688.cms
Aerospace experts say flat terrain should be the first choice for an airport and table-top runways only in an "absolute no-choice situation".
The runway does not have adequate stopway in case of an emergency there is a stopway alright but not long enough to protect the aircraft in case of overshooting or an engine problem, or any other technical glitch during landing or take-off.
In an emergency situation, an aircraft would fall into the deep gorge on either side of the runway if it slips while landing.
Was pilot fatigue a factor in the crash? The Hindu Mon, May 24, 2010
http://www.hindu.com/2010/05/24/stories/2010052459941300.htm
"Archaic" regulations issued by the Directorate-General of Civil Aviation (DGCA) in 1992, on how long pilots can fly and be on duty without a break, could be a significant factor in causing "pilot fatigue."
Flying during the night - on a graveyard shift - is not the same as flying during the day, when the human body can remain alert longer.
'Incorrect' flight path could have caused Mangalore crash: AAI official TOI, May 23,2010
http://timesofindia.indiatimes.com/City/Mangalore/Incorrect-flight-path-could-have-caused-Mangalore-crash-AAI-official/articleshow/5964817.cms
http://timesofindia.indiatimes.com/India/Air-crashes-Tired-pilots-crew-a-recipe-for-disaster/articleshow/5963763.cms
Up to 78\% of fatal air crashes are caused by human error, of which a majority are because of pilot fatigue, according to the Indian Commercial Pilots' Association.
A shortage of staff was forcing cabin crew to exceed the limit on flying hours imposed by the directorate-general of civil aviation (DGCA). Besides, most airlines are going in for quick turn-around (QTA) flights at night, further raising pilots' stress and fatigue levels.
The crew of Flight IX 812 had left Mangalore at 8pm and flew more than four hours to reach Dubai. Soon, they were busy with walk-around inspections, fuel checks, and weather confirmation. By the time the routine checks were over, passengers were ready to board the flight for the return journey.
"Such schedules are extremely tiring. And this can have dangerous consequences," says a pilot. Airline sources also claimed that AI Express pilots too don't get adequate rest between two legs of flights because of a similar shortage.
"There's hardly any breathing period between the outbound and inbound journeys. In such a case, human psychology may make pilots - out of fatigue - go in for the time-consuming practice of go-arounds. The DGCA has ruled in favour of airline operators by reducing pilots' rest period and increasing duty time so that they can get more work for same or even less pay. It's time passenger safety gets precedence over commercial interests of airlines," said a senior pilot.
http://timesofindia.indiatimes.com/India/Risk-stress-take-the-sheen-off-being-cabin-crew/articleshow/5966681.cms
Mangalore Air Crash Tragic Fallout of Criminal Negligence of Planning and Regulatory Authorities http://www.esgindia.org/campaigns/bajpe/press.html
Airport location: NGO to move court Times of India
http://timesofindia.indiatimes.com/city/bangalore/Airport-location-NGO-to-move-court/articleshow/5966676.cms
India today is frenetically building airports all over, and for all sorts of flaky reasons. Such is the political, bureaucratic and corporate pressure to build and expand airports that anyone questioning the rationale is quickly dubbed as a "busybody", "useless interloper", "promoted by vested interest" and raising "frivolous" concerns.
Conclusion: To ensure such incidents do not recur, we request the Union Minister of Civil Aviation to order an impartial Commission of Enquiry into the causative factors of this crash. Criminal negligence proceedings may/shall please be initiated against all authorities connected with the decision to commission the 2nd runway at Mangalore in violation of the directions of the Hon'ble Supreme Court.
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Hon'ble Supreme Court, President, Prime Minister / PM, Union / Central Govt, Union Ministry of Civil Aviation, Directorate General of Civil Aviation / DGCA, Airports Authority of India / AAI
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