Kiran Bedi posts fake NASA recording, becomes butt of jokes on Twitter

New Delhi, Aug 4: India witnessed a single-day spike of 52,050 COVID-19 cases as the total cases in the country reached 18,55,746, the Union Ministry of Health and Family Welfare said on Tuesday.

803 COVID-19 related deaths were reported in the last 24 hours. The total cases include 5,86,298 active cases, 12,30,510 cured/discharged/migrated and 38,938 deaths, the Health Ministry added.

Maharashtra continues to be the worst-affected state as it has a total of 1,47,324 active cases and 15,842 deaths. A total of 4,50,196 coronavirus cases have been recorded in the state up to Monday, according to Union Ministry of Health.

Tamil Nadu reported 5,609 new COVID-19 cases and 109 deaths on Monday, taking total cases to 2,63,222 including 2,02,283 discharges and 4,241 deaths, the state Health Department said.

The total cases in Delhi have risen to 1,38,482 including 1,24,254 recovered/discharged/migrated cases and 4,021 deaths, according to the Ministry of Health.

Meanwhile, India recorded the highest single-day testing by conducting over 6.6 lakh tests to diagnose COVID-19 in the last 24 hours.
"In its fight against COVID-19, India scales a new high of 6,61,715 tests in the last 24 hours," said the Health Ministry in a tweet.

A total of 2,08,64,206 samples for COVID-19 have been tested across the country so far, said the Health Ministry.

The Kozhikode International Airport located at Karipur is not safe for the landing of flights in rainy season, according to an air-safety expert, who had warned the aviation ministry and the civil aviation regulator about this in 2011. 

The warning was particularly about the dangers of permitting passenger aircraft to land on runway 10 of the airport during rains and unfavourable wind conditions. 

Nine years later, on August 7, 2020, the warning became a reality when an Air India Express pilots landed in tailwind conditions and the aircraft overshot the tabletop runway to drop off the end and crash.

 “An aircraft landing on runway 10 in tailwind will experience poor braking action due to heavy rubber deposits … All such flights … are endangering the lives of all on board,’’ said Capt Mohan Ranganathan, in a letter sent on June 17, 2011 to then director general of civil aviation Bharat Bhushan and Nasim Zaidi, chairman of a civil aviation safety advisory committee, which was formed after the May 2010 Mangaluru air crash which killed 158 people.

“My warning issued after the Mangaluru crash was ignored. It is a table-top runway with a down slope. The buffer zone at the end of the runway is inadequate,” Capt Ranganathan said. Given the topography, he pointed out, the airport should have a buffer of 240m at the end of the runway, but it only has 90m (which the DGCA had approved). “Moreover, the space on either side of the runway is only 75m instead of the mandatory 100m,” he added.

Capt Ranganathan said there is no guideline for operations on a table-top runway when it is raining. “Runway 10 approach should not be permitted in view of the lack of runway end safety area (RESA) and the terrain beyond the end of the runway. RESA of 240m should be immediately introduced and runway length has to be reduced to make the operations safe,” his letter said.

If an aircraft is unable to stop within the runway, there is no RESA beyond the end. The ILS localiser antenna is housed on a concrete structure and the area beyond is a steep slope. “The Air India Express accident in Mangalore should have alerted AAI to make the runway conditions safe. We have brought up the issue of RESA during the initial Casac-sub group meetings. We had specifically mentioned that the declared distances for both runways have to be reduced in order to comply with ICAO Annex 14 requirement,” Capt Ranganathan said.

He said the condition of the runway strip was known to DGCA teams that have been conducting inspection and safety assessments. “Have they considered the danger involved? Did the DGCA or the airlines lay down any operational restrictions or special procedures?”

The letter also refers to Approach and Landing Accident Reduction (ALAR) training, which is supposed to be mandatory before every monsoon, but airlines don’t follow it, he said. “70% of accidents take place during approach and landing and that is why this training is essential,” he added.

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