Air India Express Flight 812 is a scheduled passenger service from Dubai to Mangalore, which, at around 06:30 local time on 22 May 2010, surpassed the runway on landing, crashed on a cliff, and caught fire, spreading junk on the surrounding hillsides. Of the 160 passengers and six crew members, only eight passengers survived.
With 158 fatalities, the accident was the third deadliest aviation accident in India, after the 1996 Charkhi Dadri air crash, which killed 349, and the 1978 Air India crash in 1978, which killed 213. This marks India's first major aviation accident since the crash July 2000 Flight Air Alliance 7412 in Patna. The accident was a deadly crash of a 737 (all series) aircraft and lost its eighth hull from the Boeing 737-800 spacecraft. The accident caused the highest flight death rate in 2010 and is the second this year to involve 737-800. This is the second time an aircraft has passed the runway in Mangalore.
Video Air India Express Flight 812
Aircraft and crew
The accident involved Boeing 737-8HG (SFP), one of several 737 with Short Field Performance packages used to land at airports with short runways, with VT-AXV aircraft registration and manufacturer serial number 36333, line number 2481. The Aircraft first flew on December 20, 2007 with a Boeing N1787B test registration and was sent a month later. The crew consists of Captain Zlatko Glu? Ica, First Officer Harbinder Singh Ahluwalia and four flight attendants. Glu? Ica (former employee of Jat Airways of Serbia), 55 years old, Britons and Serbs with more than 10,000 flight hours and over 7,500 hours of command experience, and Ahluwalia (former Jet Airways employee who joined Air India Express in 2009). Both pilots were based in Mangalore and they were both killed in the crash.
Maps Air India Express Flight 812
Flights
Flights depart from Dubai International Airport at 01:06 GMT (21:06 UTC). The plane crashed on landing at Mangalore International Airport at 6:05 am (00:35 UTC). Located in a hilly area, this airport is one of seven Indian airports designated as an "important airfield" by the Directorate General of Civil Aviation (DGCA). DGCA regulations on important airfields prohibit "takeoffs and supervised landings", so only the captain (not the first officer) can become a pilot when taking off and landing. The airport is one of three airports in India with a desk runway (the other being Kozhikode and Lengpui) that require increased awareness and a very precise landing approach.
Crash
After landing on a runway along the 8,033 feet (2,448 m), the plane drove and crashed down the hill at its end. The last conversation between Air Traffic Control (ATC) and the pilot before the landing showed no indication of distress.
The then Civil Aviation Minister, Praful Patel said that the plane was following an Instrument Landing System (ILS) approach to landing on the newer, longer runway that was commissioned in 2006. The pilot reported to ATC that it was 'established' on the approach ILS about 4.3 miles (6.9 km) from touchdown; The landing permit is then given at 2,000 feet (610 m) from the touchdown. The plane concluded its ILS approach on runway 24, touching 5,200 feet (1,600 m) from the start of the runway, leaving 2,800 feet (850 m) where to stop. It raided the runway and plowed through a 90 meter (300 foot) sand-catcher bed that did not stop it. As the aircraft passes the retaining bed, its right wing collides with the concrete socket of the ILS localiser antenna; it eventually falls on the top edge of the table about 790 feet (240 m) beyond the end of the runway and down a steep hill that comes to a stop 660 to 980 feet (200 to 300 m) past the top of the slope.
"The plane broke in two," said one survivor, "and thick black smoke rushed into the cabin, I jumped out through a hole in the window, six other passengers followed me, we ran away, with the help of the inhabitants nearby. Television footage from shortly after the accident showed the remains of a burning plane and lying on his stomach with smoke rising from the wreckage. The minister also stated that the normal weather conditions with a visibility of 3.7 miles (6.0 km), and said the wind conditions are calm and there is no rain at the time of the accident occurred. Drizzle starts only after the accident.
Victim
Apart from six crew members, a total of 160 passengers were on board at the time of the accident. Although there are 169 names in the original passenger list, nine did not board the plane. All the corpses were found from the wreckage. Interior Minister Karnataka V. S. Acharya said eight people were initially reported to have survived, though one person died of his injuries - but was denied by an Air India spokesman who confirmed that all the survivors were alive. This confusion arose after firefighters rescued a little girl who died on the way to the hospital. Airport manager at Mangalore, Peter Abraham confirmed that there were difficulties when trying to reach the plane.
On July 27, 2010, the names of all the victims written on the memorial statue were installed near the crash site destroyed by vandals on October 5, 2010.
Rescue and response
The local villagers were among the first at the scene to help temporarily with 15 fire trucks, 20 ambulances, and 100 rescue workers immediately allocated for rescue operations. Superintendent of the Karnataka District Police Center, Gopal Hosur, said that eight to ten people have been transferred to the hospital, and that Karnataka Police forces, bomb squad troops, Karnataka Fire and Emergency Services, Karnataka State Police Asylum and all hospitals work together to help. The Central Industrial Security Force (CISF) sent 150 personnel to Mangalore to assist in relief and rescue operations. The bodies of all the deceased were found from the crash site on the day of the accident, with relatives of the deceased receiving 87 corpses.
After the rapid establishment of a special emergency information service, Praful Patel, India's Civil Aviation minister, arrived from New Delhi to be at the scene and a one-year celebration in office from the second term of the UPA government was postponed. Patel was soon followed by Chief Minister Karnataka B. S. Yeddyurappa and Prime Minister Kerala V. S. Achuthanandan to control the situation. The UPA's governing chairman, Sonia Gandhi issued a message of sadness and hoped for a "quick recovery" for all. India's Civil Aviation Minister, Praful Patel, took moral responsibility for the accident and offered to resign from office, an offer rejected by Indian Prime Minister Manmohan Singh. Many countries and organizations expressed their sadness and condolences to the people of India for the accident. The accident is estimated to cost the insurance company, and their reinsurance INR 4 billion (US $ 60 million). AirAsia insurance company pays INR 900 million (US $ 10 million) in the settlement of gastric loss, and the company has received INR 1.38 billion (US $ 20 million), which is 60 percent of the estimated INR 2.3 billion (US $ 30 million).
Investigation
Initial investigations revealed that the aircraft landed at least 2,000 feet (610 m) beyond the usual touch point on Mangalore's new foundry at 8,040 feet (2,450 m). A team of aviation officials, staff and officials from the Airport Authority of India and officers from the Directorate General of Civil Aviation (India) rushed to the scene to investigate the accident and help rescue efforts. Boeing also announced that a team would be sent to provide technical assistance after a request from Indian authorities. The Directorate General of Civil Aviation ordered an investigation into the accident, which began on the same day. NTSB also assisted the investigation by sending specialist teams including senior air safety investigators, aviation operations specialists, aircraft system specialists and technical advisors to Boeing and the Federal Aviation Administration.
Captain Glu? Ica was granted permission to land, however, he suddenly canceled the landing attempt. The plane's throttle handle was found in the forward position, indicating that the pilot had attempted to cancel the landing and take off again. Co-pilot Ahluwalia had warned his commander three times to get around instead of landing; the first of these warnings comes 2.5 miles before the runway limit.
The cockpit voice recorder (CVR) was discovered on May 23, and the flight data recorder (FDR) two days later. The tape recorder was sent to New Delhi by the Directorate General of Civil Aviation for data acquisition and analysis and subsequently to the US NTSB for investigation. DGCA Director General, Zaidi claims "better data protection" while unnamed officials mention heavy damage to the device. In a direct response to the accident, the Government of India decided to establish an independent air accident investigation board called the Civil Aviation Authority that would function independently of the DGCA. This effectively means that the DJPU will become a regulator and CAA investigator. The Director General of the Directorate General of Civil Aviation said that he would be established through law, and would comply with the recommendations of the International Civil Aviation Organization.
The investigation report submitted by the Ministry of Civil Aviation says that Glu? Ica sleeps for more than 90 minutes during flight. Air India Express IX 812 Boeing 737-800 carrying 166 people from Dubai including crew, crashed while negotiating at Mangalore's "table-top" airport overlooking the ravine. The US National Transportation Safety Council said it was the first snoring example recorded on the Cockpit Voice Recorder (CVR). The accident analysis revealed that having the pilot "deployed dÃÆ' Â © tente reverse thrust and applied maximum manual braking on the touchdown", the plane could stop in a paved overrun runway area. The captain has aggravated the long landing by trying to spin after the spread of the thrust reversal.
Court Questions
On June 3, 2010, the Government of India appointed Former Air Staff Deputy Chief Air Marshal Bhushan Nilkanth Gokhale as head of the Investigation Court to investigate air accidents. The "Gokhale Inquiry" is to investigate the reasons behind the accident, and submit its findings on August 31, 2010, the deadline then extended one month to 30 September 2010. The government also appointed four experts to the Investigation Court to assist in the investigation. The Investigation Court began its investigation by visiting the crash site on June 7, 2010, and visiting the eight survivors of the accident to gather information.
On August 17, 2010, the Investigative Court initiated a three-day hearing in Mangalore to interview airport officials and witnesses. On the first day, airport and airline officials declared that the aircraft was approaching at a higher altitude than usual, and it had landed outside the landing zone (LDZ). They also mentioned that airport radar operated from May 20, 2010. Airport fire fighters testified that the crash accident took four minutes to reach the plane because the road that leads far from the airport limit to the crash site is very narrow and bumpy. On the second day, a transcript from the cockpit to an ATC conversation was released, indicating that the co-pilot had suggested "getting around" after the pilot informed ATC that it was 'clear to land'.
Doctors who did post mortems on the body recovered noting that most of the victims had died of burns. On the fourth day the Air India aviation safety officer informed the investigation that the lever of the plane and the upside-down levers were both in the front position, which might indicate that the pilot intended to get around. The investigation panel stated that information from the FDR would be released at the next Trial trial in New Delhi on September 3, 2010, and immediately after the CVR. The Court of Inquiry will submit its report on September 30, 2010.
On September 8, 2010, details of CVR and FDR were presented to the High Court. CVR analysis revealed that one of the pilots fell asleep in the cockpit. For 110 minutes CVR has taken no conversation from the pilot, with the report adding that nasal snoring and deep breathing sounds can be heard during this recording. The FDR analysis shows that the flight initiated the last decline at an altitude of 4,400 feet (1,300 m) instead of the normal 2,000 feet (610 m). The aircraft also landed on the 4,638-foot mark (1,414 m) on the runway, not the 1,000-foot mark (300 m), then the pilot then attempted to take off only 800 feet (240 m) from the runway. the residue that caused the accident. Both pilots have realized the wrong flight path because they both heard saying "Flight takes the wrong path and wrong side", while the aircraft instrument has given repeated warnings about it.
On November 16, 2010, five months after the Investigation Court was set up, he submitted his report with input from NTSB and Boeing, stating that pilot error was the cause of the accident because the flight path was incorrect.
In January 2013, the Directorate General of Civil Aviation (DGCA), AAI and the Ministry of Aviation, and the Government of India have not implemented recommendations from 812 crash inspection committees. Runway elongation work has not started yet. 812 Foundation, a Mangalore based trust, has filed criminal charges for negligence against authorities and airlines. The regulatory authorities and other organizations mentioned in the petition think to seek anticipatory guarantees for their top officials, because the petition is looking for an unrivaled arrest warrant against those in charge.
The Investigation Court determined that the cause of this accident was the Captain's failure to stop his unstable approach and his persistence in continuing the landing, despite three calls from the First Officer to "get around" and a number of warnings from the Enhanced Land Proximity. Warning System.
Compensation
Prime Minister of India, Manmohan Singh announced INR 200,000 (US $ 3,000) or EUR3,390) for families of dead and INR 50,000 (US $ 750) for injured victims will be allocated from the Prime Minister's National Aid Fund. Prime Minister Karnataka Yeddyurappa has also announced compensation of INR 200.000 (US $ 3,000) to the families of the deceased. In addition, the Ministry of Civil Aviation advises that the Airline will provide up to INR 7.2 million (US $ 107,310) to family members of each victim accordingly subject to the provisions of the Indian Carriage by Air (Amendment) Act following the Montreal Convention.
The airline announced temporary compensation of INR 1 million (US $ 14,900) for passengers over 12 years, INR 500.000 (US $ 7,500) for passengers under 12 and INR 200,000 (US $ 3,000) for each injured passenger. This compensation exceeds and above the payment of the former gratia announced by the Prime Minister. In addition, Air India said it would offer work to the victims. As of June 11, 2010, the amount of INR 170 million (US $ 3 million) has been distributed as compensation to the families of the victims and the eight survivors. The victims' families have become increasingly vocal with respect to the unfair nature of compensation paid by Air India, as well as from the alleged hostility of the airline's advisers.
Members of the Democratic Youth Federation of India (DYFI) together with Kasargod MP P Karunkaran held a protest on 8 September 2010 at an airline office in Mangalore where they handed a memorandum to officials demanding that the victim's family receive compensation early and fair compensation. due date. They also demand that the settlement process be made more transparent by opening it to the media rather than holding a session in the camera.
On July 20, 2011, the Kerala High Court pursuant to a petition filed by one of the victims ruled that Air India was responsible for paying no obligation lakh one lakh SDR or Indian rupee equivalent to INR 7.5 million (US $ 111,780). In its verdict the court noted that India is a signatory to the Montreal Convention, "It is clear that the intention of parliamentarians is to bring parity in terms of compensation payments to passengers, regardless of the travel class, while providing for a 'compensatory two-tier system' as adopted in the Montreal convention." further decides that this exceeds and above any other compensation petitioned by petitioners. Air India appealed this order at the Kerala High Court and on August 25, 2011, the division bench retained a single bench order with compensation INR 7.5 million ( US $ 111,780). However, on September 5, 2011, based on a petition by the family of one of the passengers who died, the High Court of Kerala ordered Air India to pay temporary compensation INR 1 million (US). $ 14,900).
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External links
Source of the article : Wikipedia
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