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New Delhi, Aug 2: The Centre has written to all states and Union Territories stating that smartphones and tablet devices should be allowed for hospitalised Covid-19 patients so that they can interact with family and friends through video conferencing, which would provide them psychological support.

Though mobile phones are allowed in hospital wards, the missive was issued following some representation from the kin of patients alleging otherwise.

Director-General of Health Services (DGHS) in the Health Ministry Dr Rajiv Garg in the letter to the principal secretaries of health and medical education of states and Union territories said appropriate protocols for disinfecting devices and allotting timeslots can be developed by the hospital concerned to facilitate contact between patients and their family.

He underlined that administrative and medical teams should be responsive to the psychological needs of patients admitted in Covid-19 wards and ICUs of various hospitals.

"Social connection can calm down patients and also reinforce the psychological support given by the treating team. Please instruct all concerned that they should allow smartphones and tablet devices in patient areas so that the patient can video conference with their family and friends," stated the letter issued on July 29.

"Though mobile phones are allowed in the wards to enable a patient stay in touch with his or her family, we received representations from the patient families from some states stating mobile phones are not being allowed by hospital administrations because of which they were not being able to stay in contact with the patient," said Dr Garg.

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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