Huge cache of weapons, steel bombs seized from BJP office in Kannur

Mangaluru, Aug 7: Coronavirus surge in the coastal districts of Dakshina Kannada and Udupi today at 411  with with Udupi tallying 245 fresh cases and DK 166. 

A dozen deaths also reported from the twin districts. While DK reported seven fatalities, Udupi recorded five deaths. 

With this, Dakshina Kannada district's Covid-19 tally increased to 6,881 and the total number of deaths increased to 208. 

While the district has 3,369 active cases as on date, the day also saw 188 people getting discharged from hospitals. As many as 3,304 persons were discharged in the district so far. 

Out of seven deaths reported in Dakshina Kannada on Friday, five were from Mangaluru taluk and one each from Puttur and Belthangady taluks.

Meanwhile, out of 245 new coronavirus cases reported in Udupi on Friday, 175 are asymptomatic and 86 have no specific contact history. With this, the total number of cases in Udupi increased to 5,605, which includes 2,292 active cases. 

Udupi also reported five fatalities including a female victim, taking the district’s death toll to 55. Udupi deputy commissioner G Jagadeesha said all the five victims were also suffering from various comorbidities. Udupi district has collected Rs 1,43,300 as penalty from people for violating rules related to social distancing and mask till August 6.

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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