Sep 11 - Indian Airforce

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Wg Cdr V Puttanna22 Aerospace Safety S e p t e m b e r 2 0 <strong>11</strong>INDIAN AIR FORCE
Iwas a young Flt Lt and had recently upgraded to“Green” rating. I was unbeatable or so I thought.The task of our squadron was to support theAndaman & Nicobar Islands in the Bay of Bengal.One particular day I was detailed on a routine“Carnic Courier”. My co-pilot was experienced butnot in that sector and I was instructed by the Flt Cdrto ‘familiarize’ him on that route.The day happened to be perfect for flying inall aspects, including weather. The satellite pictureshowed almost clear skies in the Bay of Bengal. Thesortie was uneventful till about 80 Nm inboundto Port Blair, our intermediate destination. I had aglimpse of the island and explained the finer nuancesof utilizing the weather radar for ground mappingto my copilot. The GPS was newly introduced intothe AN-32 cockpit, my navigator was excited aboutusing it as an airfield approach aid, and so we fedinto a GPS vectored approach for finals for R/W XXat Port Blair. We were so engrossed that we did notnotice the increase in clouding as we approachedthe base. After we realized the buildup of weather,the ‘Met’ on enquiring informed that it was rainingover the base and clouds were seen to drift in fromthe south. As per SOP, the actions were to hold ifthe Met forecast predicted a short spell, otherwiseto divert to Carnicobar. The Met Officer predictedthat the rain would not subside for the next fewhours, so I decided to divert, after obtaining thediversionary airfield weather which was “6 kmCloudy”. Again, the buildup of weather was apparentenroute to Carniocobar, but we pressed on as wehad flown beyond our PNR (Point of No Return)and CP (Critical Point). Here too, we proceededto carry out a GPS vectored approach for R/W YY,after making visual contact with the Island. Midway through the descent we encountered rain anddense clouding. A call to the ATC brought a promptreply of increasing clouding and rain. Being in an AirForce airfield I requested that the Met Officer comeup on R/T and apprise me on the situation. Whathe said brought utter silence in the cockpit and aneerie cold into our hearts. The Met Officer informedus on R/T that a system had developed in the areaeast of the island and had resulted in increase inclouding, and that the system was going to last fortwo days or more and we should “Divert”.Panic was slowly seeping into the cockpit, eachcrew like a well oiled machinery did their job of contactingPort Blair on H/F as well as VHF R/T, recalculatingthe endurance, obtaining fresh weathers ofeach airfield and finally rechecking the dinghiescarried in the aircraft. To add to all the ongoing miserythe “Fuel 580 Kg” warning light came on and weweren’t even in visual contact with Port Blair. Eventuallya bit of break in the clouds afforded a peekof the airfield. In the final stages of the approacha rain patch completely enveloped us. Utilising allour experience and skill we managed to carry out asafe landing and could stop the ac on the runway.We taxied back to dispersal after the rain partiallysubsided. After switching off, we stared at the instruments-the fuel gauge was off the scale and theclock showed a flight time of 04:50 hours, againstthe maximum endurance of 04:30 hours. For thenext three days, the weather Gods did not relentand it rained incessantly with visibility of 200-300meters and cloud base of 150-200 feet.The crew and I utilized this time to dwell uponthe narrow escape that providence had afforded us.There wasn’t any violation of SOPs and orders, butwe were still unable to pinpoint the error. Was itthe Met section at Port Blair or Carnicobar? Or isit insufficient understanding of operations by theAN-32 aircraft in the sector? The only answer thatI could bring from this incident into my career, wasthat being proactive and anticipating weather issomething that cannot be taught and emphasized.It is an issue that we must embrace from themoment we learn to fly. It also showed that for allmy confidence there are still many instances thatmay require me to learn and re-Iearn from mistakesboth my own as well as others. Another aspect ofthe same is the aviation safety outlook of all mustbe made more holistic rather than job oriented,thereby ensuring a genuinely safe and conduciveatmosphere for military aviation.- Wg Cdr V PuttannaINDIAN AIR FORCE 2 0 1 1 S e p t e m b e r Aerospace Safety 23
Page 6 and 7: With this motto let us deliberate o
Page 8 and 9: Sqn Ldr Sanjeev Wazir6 Aerospace Sa
Page 10 and 11: Wg Cdr V MathurIn the interest of f
Page 12 and 13: Sqn Ldr A SangwanHow often do we fi
Page 14 and 15: “Yoga practice every day for 20 t
Page 16 and 17: Wg Cdr K Goswamisafety” has becom
Page 18 and 19: Wg Cdr A MullickPositive attitude i
Page 20 and 21: The Air Force would have to expose
Page 22 and 23: Wg Cdr SK SinghIt was a hot and hum
Page 26 and 27: Sgt BK KarThe consequences of an in
Page 28 and 29: Sgt Chetan ChauhanWe all have heard
Page 30: Sqn Ldr Uttar Kumar28 Aerospace Saf
Page 34 and 35: ON21 Jan 11, Flt Lt KL Parthasarthi
Page 36 and 37: ON 11 Jan 11, Flt Lt P Bhati 28506
Page 38: It is a win-win situationCONTRIBUTE

Sep 11 - Indian Airforce

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