Visa pact with Pakistan needs some approvals: India

Pathanamthitta, Aug 9 : An orange alert has been issued in Kerala's Pathanamthitta district as the water level in Pamba dam is now flowing at 983.05 metres and it is likely to reach 983.50 metres within an hour.

A red alert will be declared at 984.5 metres and dam will open when the water level reaches 985 metres.

"The water level in Pamba dam is 983.05 metres now and is likely to reach 983.50 metres within an hour. So, the second alert- orange alert has been issued. A red alert will be declared at 984.5 metres and dam will open when it reaches 985 metres," said Pathanamthitta District Collector.

Meanwhile, a portion of the Shiva Temple in Aluva continues to remain submerged. However, the water level in the Periyar River is receding gradually and more part of the temple is above the water level now. 

As Kerala has been receiving heavy rain for the past few days, severe waterlogging affects traffic movement at Mannuthy bypass in Thrissur on Saturday.

On Friday, the India Meteorological Department (IMD) had issued a red alert in Kozhikode district. It had also predicted rainfall in different parts of the state.

Due to heavy downpour, a massive landslide had occurred in Idukki district recently. The death toll in Idukki landslide has risen to 26, Kerala Chief Minister Pinarayi Vijayan said on Saturday.

The Chief Minister said that monsoon fury continues to be severe in the state.

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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