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Economic Times
7 days ago
- Economic Times
Kedarnath helicopter crash: Why are so many helicopter accidents happening on the Kedarnath route?
Recent helicopter accidents on the Gaurikund-to-Kedarnath route have prompted a safety review. Five incidents occurred in six weeks, including two fatal crashes. The challenging flying conditions lack air traffic control and weather stations. Operators are accused of cutting corners, and pilots demand better oversight. Tired of too many ads? Remove Ads kedarnath helicopter crash surge within weeks Pilots fly 'by sight, by wind, by instinct' Tired of too many ads? Remove Ads Operators demand tougher oversight Regulators move, but critics say it is not enough A series of five helicopter accidents in just six weeks on the Gaurikund‑to‑Kedarnath pilgrimage route has triggered an urgent safety review by regulators and operators, after two crashes proved fatal and three others caused emergency landings and major rotor Kedarnath sector sees some of India's most challenging commercial flying. Pilots rely almost completely on visual cues because the valley lacks air‑traffic control, weather stations and safe diversion sites. Industry voices now question whether Char Dham flights should continue until basic safety infrastructure is in latest run of mishaps began with the crash‑landing of a Kestrel Aviation helicopter near a road, injuring the pilot. Two other aircraft suffered rotor strikes, and another required an emergency landing. These come on top of past tragedies: seven deaths in a 2022 crash, the 2023 tail‑rotor incident that killed Uttarakhand Civil Aviation Development Authority (UCADA) finance controller Amit Saini, and the 2013 military rescue crash that claimed 20 Sharma, who regularly flies the Kedarnath route, told TOI, 'We are flying in one of the world's most unforgiving regions with very little real‑time weather support. Operations are being conducted on pilot observation and visual reference. The weather is unpredictable and changes rapidly.'A veteran colleague added, 'There is no ATC or weather station. Flying in the narrow valley from Gaurikund to Kedarnath needs experience and safety awareness, as there are no emergency landing sites.'Some operators accuse peers of cutting corners. 'There are no checks. Faulty parts are being swapped with others to show repairs. Conscientious operators and passengers suffer,' one operator said. A senior pilot called the recent rate of five crashes in 1.5 months 'the worst we've seen' and urged suspension of services this yatra season, claiming 'greed is driving it, not safety.'The civil aviation ministry has suspended Aryan Aviation, grounded two TransBharat pilots for flying in bad weather, and directed UCADA to set up a command‑and‑control room to coordinate flights. The Directorate General of Civil Aviation has posted officers for on‑site oversight. Yet pilots insist that without real‑time weather data, route information and a formal air‑traffic system, risks will persist. 'No route info is provided. Until these issues are fixed, operations should be stopped,' one pilot is reviewing operating procedures and exploring a dedicated Kedarnath flight management centre. In the meantime, pressure mounts for a temporary halt to commercial sorties. As one pilot summed up: 'Char Dham ops are among the toughest, but we fly like nothing's wrong.'(Inputs from TOI)
Time of India
16-06-2025
- Time of India
Kedarnath helicopter crash: Why are so many helicopter accidents happening on the Kedarnath route?
Recent helicopter accidents on the Gaurikund-to-Kedarnath route have prompted a safety review. Five incidents occurred in six weeks, including two fatal crashes. The challenging flying conditions lack air traffic control and weather stations. Operators are accused of cutting corners, and pilots demand better oversight. Tired of too many ads? Remove Ads kedarnath helicopter crash surge within weeks Pilots fly 'by sight, by wind, by instinct' Tired of too many ads? Remove Ads Operators demand tougher oversight Regulators move, but critics say it is not enough A series of five helicopter accidents in just six weeks on the Gaurikund‑to‑Kedarnath pilgrimage route has triggered an urgent safety review by regulators and operators, after two crashes proved fatal and three others caused emergency landings and major rotor Kedarnath sector sees some of India's most challenging commercial flying. Pilots rely almost completely on visual cues because the valley lacks air‑traffic control, weather stations and safe diversion sites. Industry voices now question whether Char Dham flights should continue until basic safety infrastructure is in latest run of mishaps began with the crash‑landing of a Kestrel Aviation helicopter near a road, injuring the pilot. Two other aircraft suffered rotor strikes, and another required an emergency landing. These come on top of past tragedies: seven deaths in a 2022 crash, the 2023 tail‑rotor incident that killed Uttarakhand Civil Aviation Development Authority (UCADA) finance controller Amit Saini, and the 2013 military rescue crash that claimed 20 Sharma, who regularly flies the Kedarnath route, told TOI, 'We are flying in one of the world's most unforgiving regions with very little real‑time weather support. Operations are being conducted on pilot observation and visual reference. The weather is unpredictable and changes rapidly.'A veteran colleague added, 'There is no ATC or weather station. Flying in the narrow valley from Gaurikund to Kedarnath needs experience and safety awareness, as there are no emergency landing sites.'Some operators accuse peers of cutting corners. 'There are no checks. Faulty parts are being swapped with others to show repairs. Conscientious operators and passengers suffer,' one operator said. A senior pilot called the recent rate of five crashes in 1.5 months 'the worst we've seen' and urged suspension of services this yatra season, claiming 'greed is driving it, not safety.'The civil aviation ministry has suspended Aryan Aviation, grounded two TransBharat pilots for flying in bad weather, and directed UCADA to set up a command‑and‑control room to coordinate flights. The Directorate General of Civil Aviation has posted officers for on‑site oversight. Yet pilots insist that without real‑time weather data, route information and a formal air‑traffic system, risks will persist. 'No route info is provided. Until these issues are fixed, operations should be stopped,' one pilot is reviewing operating procedures and exploring a dedicated Kedarnath flight management centre. In the meantime, pressure mounts for a temporary halt to commercial sorties. As one pilot summed up: 'Char Dham ops are among the toughest, but we fly like nothing's wrong.'(Inputs from TOI)
Time of India
16-06-2025
- Time of India
Uttarakhand chopper crash: No radar, no rules; inside Kedarnath's risky circuit
No radar, no rules: Inside Kedarnath's risky circuit (Photo: PTI) DEHRADUN/NEW DELHI: Manoj Sharma doesn't fly by the book in the Kedarnath sector - he flies by sight, by wind, by instinct. "We are flying in one of the world's most unforgiving regions with very little real-time weather support," he said. "Operations are being conducted on pilot observation and visual reference. The weather is unpredictable and changes rapidly." That reality now has the country's attention. In just six weeks, Uttarakhand has recorded five helicopter accidents - two fatal, others involving emergency landings and rotor damage - all on the Kedar route. In one case, a Kestrel Aviation helicopter crash-landed near a road, injuring the pilot. This is not an outlier year. In 2022, an Aryan Aviation chopper crash killed seven. In 2023, Uttarakhand Civil Aviation Development Authority (UCADA) finance controller Amit Saini died after being struck by a tail rotor. In 2013, a military rescue helicopter crash killed 20. The terrain is tough, but not the only challenge. Pilgrimage flights have surged, but there's no dedicated air traffic control network. "There is no ATC or weather station," said a veteran pilot. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Eat 1 Teaspoon Every Night, See What Happens A Week Later [Video] getfittoday Undo "Flying in the narrow valley from Gaurikund to Kedarnath needs experience and safety awareness, as there are no emergency landing sites." Another pilot added, " No route info is provided. Until these issues are fixed, operations should be stopped." This month, the civil aviation ministry suspended Aryan Aviation and grounded two TransBharat pilots for flying in bad weather. UCADA has been tasked with reviewing operations, setting up a command-and-control room, and coordinating with operators. DGCA has deployed officers for oversight. But many in the sector say this isn't enough. "There are no checks. Faulty parts are being swapped with others to show repairs. Conscientious operators and passengers suffer," said one operator. Others point to pressure and compromise. "Five chopper crashes in 1.5 months - the worst we've seen," said a senior pilot. "Char Dham ops are among the toughest, but we fly like nothing's wrong." Another pilot said: "Stop operations this yatra season - greed is driving it, not safety."
Time of India
15-06-2025
- Climate
- Time of India
5 crashes in 6 weeks expose gaps in Uttarakhand's chopper safety
1 2 Dehradun/New Delhi: Manoj Sharma doesn't fly by the book in the Kedarnath sector — he flies by sight, by wind, by instinct. "We are flying in one of the world's most unforgiving regions with very little real-time weather support," he said. "Operations in such large numbers are being conducted on pilot observation and visual reference. The weather is very unpredictable and changes very rapidly." That reality, long known to those in the cockpit, now has the country's attention. In just six weeks, Uttarakhand has recorded five helicopter accidents — two of them fatal, others involving emergency landings and rotor damage — all on the Kedar route. In one case, a Kestrel Aviation helicopter crash-landed near a road after a mechanical failure, injuring the pilot and damaging a vehicle. This is not an outlier year. In 2022, an Aryan Aviation chopper crashed near Kedarnath, killing seven. In 2023, Uttarakhand Civil Aviation Development Authority (UCADA) finance controller Amit Saini died after being struck by a tail rotor. And in 2013, a military rescue helicopter went down during flood relief, killing 20. The terrain is tough — but it is not the only challenge. The system built to manage it is, in many ways, still catching up to the traffic it supports. Pilgrimage flights have surged over the past decade, but the region lacks a dedicated air traffic control network. "There is no ATC control nor any weather station in these areas," said a veteran pilot. "Flying in the narrow valley from Gaurikund to Kedarnath needs a lot of experience and safety awareness, as there are no landing sites on this stretch that can be used in an emergency or bad weather." Another pilot added, "There is no information provided on routes where major helicopter operations take place. Till such time these issues can't be addressed, these operations should immediately be stopped. " This month, the civil aviation ministry suspended Aryan Aviation from Char Dham operations and grounded two TransBharat pilots who flew in unsuitable weather, suspending their licences for six months. UCADA — established by the state in 2013 to oversee civil aviation development and safety, including helipad infrastructure and coordination with private operators — has been tasked with conducting a comprehensive review with all operators and setting up a command-and-control room to monitor real-time risks. DGCA has deployed officers to oversee safety, airworthiness and the functioning of the control centre. But many in the sector say these moves fall short. "It seems there are no checks and balances in place," said one chopper operator. "There is someone who replaced one inoperative part on a chopper with another inoperative part from another chopper to show that the part has been changed. Because of unscrupulous operators, conscientious operators and passengers are suffering." Others point to a deeper culture of pressure and compromise. "There have been five chopper crashes in the country within the last 1.5 months, which is the worst we have ever seen in helicopter operations in our country," said a senior pilot. "Char Dham operations are one of the toughest... yet we still fly as if nothing needs fixing." Another pilot was more direct: "We need a complete stop on chopper operations for this yatra season. All stakeholders — owners, pilots, commercial, engineers, DGCA and UCADA — need to look within and change." One added, simply, "It's greed. That's what's driving this. Not safety."
Zawya
19-03-2025
- Business
- Zawya
South Africa perfectly placed to lead 'green-steel revolution', needs expanded domestic beneficiation policies
Last year, South Africa's steel production output by producers using traditional coal-fired blast furnaces produced 2.59 million tonnes of steel, while the so-called mini-mills, where steel is made from scrap metal, yielded approximately 2.11 million in the same 12-month period. Amit Saini, a director at Eastern Cape-based Coega Steels Pty Ltd, does not doubt South Africa can be Africa's green-steel hub. Pictured are steel billets produced in the Gqeberha mini mill's induction furnace. This reflects the significant contribution being made by secondary steel producers to the economy and efforts to curb carbon emissions. Green steel While the respective outputs are relatively on par, the biggest differentiator is that mini-mills emit roughly four to five times less carbon than primary steel producers. Amit Saini, one of the directors of Eastern Cape-based mini mill Coega Steels Pty Ltd, explains that the manufacture of so-called 'green steel' has gained greater prominence as industries embraced sustainable practices to mitigate environmental impacts. 'This shift is driven by increasing regulatory pressures, consumer demand for eco-friendly products and international commitments to reduce carbon emissions under pacts such as the legally-binding Paris Agreement on climate change,' says Saini. He adds, 'Steelmaking through scrap recycling is the leading and foremost method of green steel production. 'Recycling scrap metal significantly cuts carbon emissions compared to traditional methods.' India a global leader India has already established itself as a global leader in the green-steel sector. In terms of new guidelines released by the South Asian nation, steel with a carbon footprint of fewer than 1.6 tonnes of carbon dioxide equivalent (CO2e) per tonne of finished steel (tfs) is defined as five-star green steel. That with emissions of 1.6 to 2.0 tonnes is rated four-star while 2.0 to 2.2 is three-star. Saini says this landmark policy underscores the importance of setting clear guidelines to promote green steel. The US and many European countries have also implemented stringent green-steel standards. 'These developments highlight the competitive advantage of green steel, which is sold at a premium in international markets due to its lower environmental impact,' says Saini. SA perfectly placed to lead 'green-steel revolution' Aside from the scrap recycling aspect, the significantly lower carbon footprint is also attributable to the type of furnace being used – whether electric arc (EAFs) or induction, the latter of which is operational at Coega Steels. The Gqeberha mini mill's furnaces are only able to process ferrous material containing iron and melt metals by way of electromagnetic induction. Blast furnaces, on the other hand, produce steel from iron ore, coke and limestone. Saini says it is increasingly clear that South Africa is perfectly placed to lead the 'green-steel revolution' in Africa, given its strategic position in regional and global markets. 'We have the biggest base of mineral resources compared to other African countries. These carry an estimated value of $2.5tr (R44tr).' He explains that while coal is widely used domestically (nearly 75% of its mined volume is used for, among others, electricity, chemical and liquid fuel production) and the balance exported, the story is different for iron ore. Domestic beneficiation policies He further says that more than 90% of iron ore mined in SA is being exported due to limited domestic beneficiation (enhancing the economic value of raw materials) and constraints in the primary steel sector's manufacturing capacity. 'SA should expand domestic beneficiation policies to include iron ore and coal, thereby enhancing their local value addition and reducing the reliance on exports,' he states. To maximise the country's potential as a continental leader, it is imperative to revitalise the primary steel sector's manufacturing capacity. 'This should be done through targeted investments and policy incentives to develop mechanisms that will ensure cost-effective procurement of raw materials for domestic steel producers, therefore enhancing competitiveness. He adds that by using iron ore to produce Direct Reduced Iron (DRI), they can alleviate potential scrap metal shortages in the domestic market in the future. 'It is a viable substitute for scrap and aligns well with the future of steel production in the country, particularly given the increasing adoption of EAFs over the next few years.' Benefits of DRI-based steel production DRI-based steel production offers various benefits. It is less harmful to the environment and can ensure sustainable growth in steel production should SA reach a saturation point in scrap availability. Saini says while the country currently lacks a merchant/trading DRI plant, affordable raw materials would become accessible to existing producers. 'Thereby encouraging new production capacity, should iron ore and coal beneficiation policies be promulgated.' He adds since South Africa had received more than $4bn (R73bn) in funding from bilateral and multilateral sources to help reduce carbon emissions, there was an obligation to implement actionable plans that aligned with global climate goals. 'Promoting green-steel production is a practical and impactful way to meet these commitments.'
