Latest news with #SOP
Indian Express
6 hours ago
- Politics
- Indian Express
Punjab Police drafts SOP on handling cases pertaining to Armymen, state to notify soon
The Punjab Police is formulating a Standard Operating Procedure (SOP) to handle cases pertaining to Army personnel so that there is no repeat of the ugly incident that took place in Patiala in March when a serving Colonel and his son were assaulted by Punjab Police personnel. A senior Punjab Police official said that the SOP is being prepared with the cooperation of HQs Western Command of the Army and that it will soon be notified by the Punjab government. 'We are in an advanced stage of finalising the SOP and it is the remit of the state government to notify it. We expect this to happen within a week,' said a senior official. Colonel PS Bath's case had hit the national headlines after he and his son were assaulted by a group of police officials outside a Dhaba in Patiala on the intervening night of March 13 and 14. Both received serious injuries and the lack of adequate response by the Patiala Police and a blatant effort to shield the accused inspectors had led to widespread protests by the wife of Colonel Bath as well as ex-servicemen community in Punjab. With the Punjab Police dragging its feet on the issue and having no faith in the SIT formed to investigate the issue because the then Patiala SSP Nanak Singh was still in-charge and was not posted out, Colonel Bath finally moved Punjab and Haryana High Court which moved the investigation to Chandigarh. Sources say the SOP being worked out by the Punjab Police in consultation with Army will lay down certain ground rules which have to be kept in mind whenever there is a complaint against an Army person or where the complainant is an Army person. Senior officers say this is an attempt to streamline the existing checks and balances so that there is no occasion in the future where a repeat of the Patiala incident takes place. The Chandigarh Police has also come out with a SOP of its own for handling Army personnel by police officers. As per this detailed policy, it has been established to ensure that all interactions with Army Personnel are conducted in a lawful, professional, respectful, impartial, and transparent manner, whether the Army Personnel are complainants, accused, witnesses, or mediators or involved in any other capacity during the police proceedings by the police officers. The guidelines emphasise maintaining a respectful and courteous demeanor when dealing with defense personnel, ensuring prompt attention to their grievances, and providing necessary legal and logistical support. The SOP also addresses the procedures for handling army personnel involved in police proceedings, including notifications, investigations, arrests, and subsequent legal actions. Under the SOP, serving defence personnel cannot be arrested without permission from the central government unless they are involved in serious crimes such as rape, murder, or kidnapping, which are unrelated to their official duties. For all other offenses, the police must obtain prior permission. In the case of an arrest for a crime unrelated to their duty, the police must inform the nearest military station headquarters and provide details of the offense, arrest date, and place of detention. The Chandigarh Police SOP states that serving defence personnel cannot be arrested without permission from the Centre unless they are involved in serious crimes such as rape, murder, or kidnapping, which are unrelated to their official duties. In the case of an arrest for a crime unrelated to their duty, the police must inform the nearest military station headquarters and provide details of the offense, arrest date, and place of detention. 'When Army personnel are accused, then at the very outset the provisions of Section-42 of BNSS should be kept in mind, which provides protection of members of the Armed Forces from Arrest, the same should be followed in its true letter and spirit,' the SOP says. Notwithstanding, in other cases, due compliance should be made to the provisions of BNSS such as Section 35, 43, 47 & 48 etc. 'If the Army Personnel is on active duty, their military responsibilities must not be interfered with unless required by law. All actions taken, including arrests or legal proceedings, may also be reported in writing to the appropriate Army authorities other than the relatives and friends, if deemed necessary,' the SOP says. It emphasises that throughout the process, the individual must be treated with respect, personal dignity and use of reasonable force may only be undertaken, if becomes absolutely necessary. Further in case of female Army personnel the provisions of Section 43(5) BNSS should be strictly followed. To ensure effective communication and coordination, a DSP-rank officer will be the primary contact for all Army-related matters. A dedicated desk or branch, managed by the said DSP, would be established to handle such issues efficiently. 'In cases that are serious or sensitive, senior Army officers may be informed immediately to maintain transparency and trust. The police must maintain an updated list of liaison officers from nearby Army units to facilitate quick and effective coordination whenever required,' the SOP states.
News18
11 hours ago
- Politics
- News18
After Odisha, Chandigarh Police Issue SOP On Dealing With Army Personnel For Legal Requirements
The SOP, released by the Chandigarh DGP, outlines detailed instructions on how police officers must conduct themselves when interacting with military personnel After Odisha, Chandigarh police have issued a standard operating procedure for dealing with defence personnel in a legal or procedural context. The SOP, released by the director general of police (DGP) of the union territory of Chandigarh, outlines detailed instructions on how police officers must conduct themselves when interacting with military personnel—whether they are complainants, accused, witnesses, or mediators. 'This SOP has been established to ensure that all interactions with Army personnel are conducted in a lawful, professional, respectful, impartial, and transparent manner," stated the DGP's official order. 'Maintaining a respectful and courteous demeanor, ensuring prompt attention to grievances, and providing necessary legal and logistical support is key to this protocol." A key highlight of the SOP is the clause that serving Army personnel cannot be arrested without prior permission from the central government unless involved in serious crimes such as rape, murder, or kidnapping unrelated to official duties. In such cases, immediate intimation must be sent to the nearest military station headquarters with all details of the arrest. 'All actions must remain fair, lawful, and transparent to foster trust and cooperation between the two institutions," the order emphasised. The DGP has given various key provisions while dealing with Army personnel in different situations. Army personnel lodging complaints are to be given priority and treated with confidentiality and dignity. In case of arrest, strict adherence to Sections 42 and 43 of BNSS is required, and military authorities must be informed immediately. The SOP says witnesses or mediators from the Army should be engaged respectfully, with preference for remote communications unless physical presence is absolutely necessary. As per the SOP, a dedicated desk under a DSP-rank officer will handle all Army-related matters to ensure seamless communication and coordination. High-profile or sensitive cases may involve the formation of a special investigation team (SIT). Any police misconduct involving defence personnel will be dealt with in a strict and transparent manner. The SOP also mandates that Army property, such as weapons, vehicles, and equipment, must be handled carefully and reported promptly. Media disclosures involving Army personnel are restricted without official clearance to safeguard sensitive information. To further reinforce coordination, the SOP calls for the establishment of a Military Coordination Branch and joint workshops to improve mutual respect and understanding between the forces. top videos View all Concluding the document, the DGP directed 'all concerned to ensure meticulous compliance accordingly". This initiative is expected to build greater mutual respect and trust between the Chandigarh police and the Indian Army, fostering a harmonious civil-military relationship and upholding the rule of law. About the Author Ankur Sharma With over 15 years of journalistic experience, Ankur Sharma, Associate Editor, specializes in internal security and is tasked with providing comprehensive coverage from the Ministry of Home Affairs, More Get breaking news, in-depth analysis, and expert perspectives on everything from politics to crime and society. Stay informed with the latest India news only on News18. Download the News18 App to stay updated! tags : army Chandigarh defence Odisha police Location : New Delhi, India, India First Published: June 21, 2025, 06:30 IST News india After Odisha, Chandigarh Police Issue SOP On Dealing With Army Personnel For Legal Requirements
Time of India
17 hours ago
- Politics
- Time of India
ECI issues SOP for EVM memory check, mock polls
The Election Commission has issued a fresh Standard Operating Procedure (SOP) for the checking and verification (C&V) of Electronic Voting Machines (EVMs), including a burnt memory check and the option of a mock poll for the first two losing candidates, in line with Supreme Court orders dated May 9. The new protocol will first be applied to over 100 C&V applications from the fiercely contested 2024 Maharashtra assembly elections, mostly filed by INDIA bloc candidates. The SOP, issued on June 17 and circulated to all Chief Electoral Officers (CEOs), outlines the step-by-step process. Once the status of pending election petitions is confirmed and necessary High Court permissions are obtained, CEOs will share a summary with EVM manufacturers ECIL and BEL . The manufacturers must respond within two weeks with a district-wise C&V schedule, names of authorised engineers, and a designated district in-charge engineer who will sign off on the certificate of authenticity of the EVM's burnt memory and microcontroller. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Bank Owned Properties For Sale In Cipinang Muara (Prices May Surprise You) Foreclosed Homes | Search ads Search Now Undo If any unit fails the C&V process, a detailed report from the engineer and district election officer must be submitted to the Election Commission and the faulty unit stored separately. The process must be completed within four weeks of CEOs sharing EP status with manufacturers. The verification will be limited to 20 Ballot Units, 10 Control Units, and 10 VVPATs per request. Diagnostic checks will cost ₹23,600 per EVM set, rising to ₹47,200 if a mock poll is included. This is a reduction from ₹40,000 during the 2024 Lok Sabha polls. Live Events The entire process, including the mock poll, will be video recorded and preserved for up to three months. However, this record will not be treated as "election papers" under Sections 93 and 94 of the Conduct of Election Rules, 1961. The mock poll will be conducted only on EVMs that pass EC's self-diagnostic and mutual authentication tests. The machines will mirror the actual poll-day configuration, and a maximum of 1,400 votes may be cast by the applicant candidate. VVPAT slips from the mock poll will be counted and matched with results from the Control Unit by engineers from ECIL or BEL. Candidates may also choose to load their symbols on the VVPAT. Following the SC's April 26 ruling, the two losing candidates in each constituency can seek burnt memory verification in up to 5% of EVMs within seven days of the counting day. The original 2024 EC protocol was challenged for its effectiveness, leading to the court's May 9 order approving the enhanced procedure.
The Print
19 hours ago
- Politics
- The Print
Too much traffic & too little control, why Char Dham route is a hotbed for chopper crashes
Last Sunday, a 2-year-old was among the seven on board the civilian helicopter that crashed due to low visibility and weather conditions. The Bell 407 (VT-BKA), operated by Aryan Aviation Pvt Ltd, went down near Gaurikund between 5.30 am and 5.45 am. Following the crash, an FIR was filed against two company officials for allegedly violating protocols set by the Directorate General of Civil Aviation (DGCA) and the Uttarakhand Civil Aviation Development Authority (UCADA). And beyond the numbers is the rising human toll as a result of a system showing signs of deep failure. New Delhi: Uttarakhand's Char Dham Yatra route is increasingly grimly linked with recurring aviation disasters. The crash last week marked the fifth helicopter incident in just 6 weeks. While other pilgrimage sites like Vaishno Devi have seen occasional crashes (the last reported fatal crash in 2015), the frequency and severity of incidents along the stretch to Kedarnath are alarmingly high. Apart from the latest incident, in the past 6 weeks, the route has seen two fatal crashes claiming 13 lives and two emergency landings due to technical snags—one involving an air ambulance. Uttarakhand Chief Minister Pushkar Singh Dhami has ordered a comprehensive audit of past helicopter incidents in the state, asked for installation of more weather cameras, use of double engine choppers and also instructed UCADA to follow the Vaishno Devi heli service model. Chopper crashes on the Char Dham yatra route often stem from a lethal mix of factors—treacherous terrain, frail aviation infrastructure, sudden weather shifts, operator error or pilot misjudgment, and regulatory oversight. Moreover, pilgrimage heli-tourism is not a one-player game. With multiple stakeholders involved like operators, the DGCA and the UCADA, the question isn't just who made the mistake, but who allowed it to happen. An accident report following the crash of a chopper, also operated by Aryan Aviation, in 2022—in which seven people lost their lives—and another on a 2023 incident, involving the death of a UCADA official struck by a helicopter's tail rotor, both cite the absence of Air Traffic Control (ATC) in Kedarnath as a contributing factor. The 2022 Aircraft Accident Investigation Bureau (AAIB) report notes that the flight crew failed to properly assess weather conditions before take-off, highlighting the absence of meteorological stations or Met personnel to provide accurate weather updates. Meanwhile, the 2023 incident report points out that the mandatory safety briefing for passengers was not conducted in accordance with standard operating procedures (SOP). These reports underscore systemic mismanagement, a shortage of operational personnel, and critical limitations stemming from the lack of ATC presence. 'Saying what the pilot or operator did wrong is easy,' a former pilot who has flown this sector, notes. 'The harder question is, why things can go wrong at all.' Pilgrimage traffic on the Char Dham route has surged. Numbers have climbed steadily—16.5 lakh in 2024 and 19.6 lakh in 2023—with a dip seen during the Covid-19 pandemic. Sources familiar with the situation say nearly 11 lakh pilgrims have visited Kedarnath in just the past 2 months this year. ThePrint speaks to experts and key players to understand what's driving the rise in such accidents. Are repeated warnings being ignored? Is poor oversight, coupled with negligible ground-level accountability, fuelling risks in an increasingly commercialised system? Also read: DGCA enhances safety inspections of Air India's Boeing Dreamliner fleet 'Fly maximum, take maximum' Experts ThePrint spoke to point to a range of factors behind such incidents—chief among them a revenue model driven by the principle of 'fly maximum, take maximum'. Another concern is helicopter shuttle services' competitive pricing as compared to traditional pony rides to Kedarnath. A tour and travel agent ThePrint spoke to quoted Rs 7,000 for a round-trip pony ride to Kedarnath. Helicopter ride prices also fluctuate between Rs 6,000 and Rs 8,000, and are capped by the government. The tickets, too, are available exclusively on the IRCTC website, with UCADA determining the number of tickets sold. Currently, a total of nine chopper operators—functioning in three clusters of Guptkashi, Phata and Sersi—selected through a tender process by the UCADA, operate along the Char Dham route. The latest tender addendum, issued in 2023 and available online, for a 3-year period, stipulates that operators must pay a royalty inclusive of GST equal to Rs 5,000 per landing at the Shri Kedarnath Ji helipad, and Rs 3,000 per landing at the Ghangaria helipad, both owned by UCADA. In case it is not paid every 7 days, the operator shall be liable to pay an interest at the rate of 18 percent per annum on the shuttle royalty. UCADA will charge each shuttle operator 3 percent of the ticket price (including GST) as a Yatra Facilitation Charge. Passengers may also be charged a booking or convenience fee by the authorised ticket booking agency, in addition to the ticket price, which is the IRCTC. However, sources in the know, said that these have been increased this year. 'The rise in the number of tourists, the low rates for choppers puts pressure on the pilot and the operator to break even,' said Air Vice-Marshal Manmohan Bahadur (Retd). 'The operators have to also pay penalties in case of defaults, apart from the other fees put on them. The operator only gets the limited pilgrimage period to recover costs and so functioning in this pressure becomes a factor in erroneous calls. The government must get aviation professionals to helm UCADA and make a fresh audit of how operations should take place in the tricky Kedarnath valley,' he added. The pilots operating these choppers are predominantly ex-servicemen due to their combined experience in helicopter and hill flying. The number of civilian pilots flying is minimal. According to sources in the know, the pilots are paid a fixed monthly salary by the operators, but also receive under-the-table cash incentives due to the high demand. There are no enforced work hours, and though flight duty time limitations (FDTL) exist on paper, pilots often fly without logging their hours. The PIB release on Sunday's crash said, 'The helicopter took off from Guptkashi at 05:10 hrs and landed at Shri Kedarnath Ji Helipad at 05:18 Hrs. It departed again at 05:19 Hrs for Guptkashi and is reported to have crashed near Gaurikund between 05:30–05:45 Hrs.' That means that six passengers were dropped and another six were taken up in that one minute, implying turnover pressure. ThePrint reached DGCA via text and Aryan Aviation via email for a comment. This report will be updated if responses are received. Experts noted that while UCADA allots flight slots to each of the nine operators, the operators themselves handle flight communication and decide which chopper takes off when. As per standard protocol, a maximum of six helicopters are airborne at any given time and each helicopter ride lasts approximately 10-15 minutes, depending on which helipad it's taking off from. Following the recent incident, the DGCA imposed a new cap, effective immediately: no more than four helicopters can fly in the valley at any given time, although a total of six choppers can remain airborne in the wider area. It also capped the number of flights to nine per hour, almost half of what operated earlier. As a result, the number of daily sorties has dropped from 250-300 to around 140-150. However, before the onset of rains, 152 sorties were reportedly conducted last Saturday alone. These are single-engine helicopters operated by just one pilot. 'Earlier, in 2006-2007, there would be 15-20 sorties, now there are 250-300 daily,' said a retired Indian Air Force pilot who has flown over this sector. Speaking to ThePrint, Sonika Singh, former CEO, UCADA said, 'Operators have read the tender conditions and then taken part in the bidding process. UCADA isn't pressuring them for anything. Operators may be pressuring the pilots for profit margins, we can't deny that.' In a late night reshuffle Thursday, IAS officer Sonika Singh was relieved of her responsibilities at UCADA. 'Chartered chopper services charge up to 2.5 lakh for the Char Dham yatra. We cannot not cap the prices for the common public. It is a very commercialised business. There are multiple stakeholders in this and policies have to be formed keeping in mind the common man,' Singh added. Also read: India's pilot training pipeline is broken. Crores spent, old aircraft, long wait for jobs How are rules being flouted Insiders in the multimillion-dollar helicopter pilgrimage business allege deep-rooted negligence, with operators and pilots routinely flouting regulations. They point to lax oversight by UCADA and a lack of ground-level accountability. Common violations include falsified flight logs to conceal excessive pilot hours, off-the-books cash incentives for extra trips, black market ticket sales, and disregard for weather protocols. A pilot familiar with the Char Dham route said to ThePrint, 'UCADA needs to be revamped and the bidding process can't be an open langar. Checks and balances are only on paper. Faulty parts are used, technical snags are ignored by operators so that no sorties are missed. Only when UCADA terms and conditions are changed, including their financial clauses on penalties, with the insight of aviation experts, can we expect a solution'. 'There are DGCA-imposed limits for pilot fatigue management. It merits scrutiny how operators and pilots are able to fill the ever-increasing demand for helicopter rides in a sector that has seen slow uptick in regulations that affect the supply side. Often, violations only come to light when an accident occurs,' said Commander K.P. Sanjeev Kumar (retd), a former Navy test pilot. 'The FDTL caps flight time at 7 hours to mitigate fatigue-induced errors. However, the pressure to fly even under adverse conditions may conceal overwork. Experience can also be a double-edged sword. Higher experience may also come with higher risk-appetite that can tilt the scale in a sector where self-regulation is key,' he added. In the most recent Kedarnath crash, the FIR alleges that weather checks were bypassed and the helicopter took off earlier than the approved 6-7 am window. Aryan Aviation, the operator, was previously fined in May 2022 for safety violations, including falsified flight logs, inaccurate flying records, and not complying with maintenance schedules. 'Aryan Aviation Pvt. Ltd., along with its manager Vikas Tomar and accountable manager Kaushik Pathak, were well aware that disregarding the SOPs could result in loss of life and property. The circumstances of the accident show that Aryan Aviation Pvt. Ltd. and its managers did not comply with the SOPs issued by DGCA and UCADA and exhibited gross negligence in fulfilling their duties, which led to the accident,' the FIR said. Under joint SOPs by UCADA and DGCA, each helicopter operator is required to appoint personnel to ensure compliance. The guidelines mandate flights begin at sunrise and end 30 minutes before dusk A senior UCADA official has contradicted the slot allegation in the FIR. 'We are aware of what the FIR says. However, the sunrise was at 5.10 am that day, slots are given from sunrise to like 8 am to each operator,' the senior UCADA official said to ThePrint on condition of anonymity. Following Sunday's crash, Aryan Aviation's Char Dham Yatra operations were suspended. Two TransBharat Aviation pilots, caught flying in similarly dangerous conditions, also had their licenses suspended for 6 months. But many argue these are stopgap measures that fail to address a deeper, deadly crisis. 'These keep happening here. As long as the UCADA functions in a bureaucratic manner with negligible knowledge on aviation, and doesn't tighten the noose on operators, this will continue to happen. Entry barriers for operators need to be revisited and tightened,' another retired pilot said. UCADA & DGCA roles The incidents have raised serious questions about UCADA's role, with sources citing a lack of transparency, even in basic metrics like daily seat capacity for pilgrims. UCADA was formed in 2013 by the state government to develop Uttarakhand's civil aviation sector into a sustainable model. It not only manages the helipads used by the choppers, but also selects the operators among bidders. UCADA and DGCA work in tandem. According to Singh, UCADA is responsible for the aviation infrastructure, while technical oversight—such as taking actions on technical norms being flouted and compliance checks—falls under the purview of the DGCA. 'We are an administrative body and are responsible for infrastructure and other facilities. We do conduct random checks and also officials check from the control room, but there are multiple helipads at work, rounds of sorties every day. The operator is responsible for adhering to the operations circular by the DGCA. It is a binding contract for them. We can only administratively restrict them. The technical supervision is by DGCA and they have the final say on technical matters here. We inform DGCA on whatever we find during our random checks and whatever comes up in the live camera feeds,' Singh said. Both UCADA and DGCA have in the past taken strict measures against those found to be flouting norms, she said. 'The tender process is done by UCADA but the licensing and the respective clearances by the operators is not our department,' she explained, adding that the head of operations of the UCADA is a position with aviation expertise but it is operated from Dehradun. 'We have been in talks to expand and get people with aviation expertise. As far as the tendering process is concerned, there will be talks with all stakeholders on how to make sure that operators don't flout norms and to streamline the process,' she added. As per the two investigation reports—on the 2022 crash and the incident in 2023—the responsibility of operations in the Kedarnath valley lies with individual operators conducting operations at Kedarnath Shrine. In all three incidents, including the one on Sunday, the choppers had taken off from the Kedarnath helipad, owned by UCADA. The reports clarify that UCADA's role is limited to administrative inspections, such as helipad facilities and passenger arrangements. Technical oversight and inspections fall under the DGCA, which acts on inputs provided by UCADA. 'It was further informed that the operations in every season are started only after the inspection/surveillance of DGCA is carried out and UCADA ensures that the observations therein are actioned. They also carry out inspection in-between during the operations to check if the requirements are maintained. Most of the requirements have been made part of joint SOP,' the final investigation report on the October 2022 crash released last year notes. The reports also note that while operators are usually responsible for flights from helipads they exclusively use, accountability becomes unclear at the Kedarnath helipad, which is shared by all operators. 'Even though the helipad at Kedarnath is provided by UCADA, the responsibility of ensuring safety and availability of firefighting facilities at the helipad has also been entrusted to operators. Hence, each and every responsibility for safe conduct of flight in the region lies with the operators which means operators are allowed to conduct the flights at their own discretion without any clarity and supervision of operations,' this October 2022 final investigation report notes which was also highlighted in the 2023 incident report Weather tracking a challenge, lessons from past crashes forgotten Experts note that Kedarnath's rugged terrain offers pilots minimal room to maneuver, while sudden cloud surges and unpredictable weather add to the risks. The absence of essential ground infrastructure—like an ATC center or an Aviation Meteorological Station—at the Kedarnath helipad further compounds the challenge. Pilots and the operators crew track weather conditions using apps, data from weather stations, information from the IMD in Dehradun, camera data, photos from the helipads at the mouth of the valley and information relayed by people at local stations. The sole responsibility of accessing the weather conditions before accepting the flight lies with the pilot. Currently, pilots, crew, and operators in the valley rely on radio calls to communicate flight status from takeoff and during flight, including weather updates. Past accident reports have noted that there is no procedure to ensure all pilots successfully receive Radiotelephony (RT) calls, making the system unreliable and prone to missed communications. 'Despite recent accidents, the helicopters operating in Kedarnath are suitable for the terrain, and the pilots are highly experienced in mountain flying. The DGCA, Uttarakhand Civil Aviation Department, operators, and pilots remain fully engaged in maintaining safe and efficient operations. Thousands of flights have been conducted safely over the years, but the recent incidents underscore the need for urgent review. Around 20-30 helicopters fly daily, carrying large numbers of pilgrims, making real-time supervision and alertness critical. However, ground infrastructure remains inadequate. While CCTV-based weather monitoring exists, it lacks the accuracy and sophistication of modern meteorological tools. Pilots need real-time, satellite-linked weather data to navigate the region safely,' Air Commodore B.S. Siwach (Veteran), Director General, Aviation Safety India, said. 'Airspace management is another major gap. A dedicated Air Traffic Coordination system is essential for managing high traffic volumes and ensuring timely weather updates. Given the revenue generated from these operations, the Civil Aviation Department must invest in safety infrastructure. Safety cannot rely on reactive fixes. A long-term, technology-driven strategy is needed. An independent expert body should be formed to audit operations, identify gaps, and recommend actionable reforms. These must be implemented swiftly to restore public confidence and ensure lasting safety,' he added. Former UCADA CEO Sonika Singh echoed similar sentiments. 'Here, the pilots are flying from one height to another, crossing hills and the valley. The weather conditions change rapidly,' highlighting the need for an ATC centre. Without ATC now, the responsibility of controlling the air traffic in the valley also lies with the operators themselves. 'Right now, everything is done manually, including watching and monitoring take offs and landings and weather conditions. With an ATC, everything will be streamlined. We are also in talks with IMD for a meteorological station. Right now, weather information is taken from Dehradun,' she said, adding that these measures will also help keep tabs on operator errors. There are some weather cameras installed at entry and exit points, but she said that these aren't helpful in determining cross-valley weather conditions. After Sunday's crash, UCADA was instructed by the Ministry of Civil Aviation (MoCA) to conduct a thorough checking of all helicopter operators and pilots before flights resumed two days after the incident. A command-and-control room is also to be set up in order to monitor real-time flight operations and send alerts. In a 2023 response, the MoCA had stated that DGCA checks compliance of rules during certifications and before granting permit to operate commercial operations, and also post certification. The response also notes that the DGCA's operations circular on pilgrimage helicopter services mandates additional safety measures, which must be followed by all stakeholders—including shrine boards, state governments, and helicopter operators. (Edited by Zinnia Ray Chaudhuri) Also read: Pilots flying your planes are stressed, sleep-deprived. 'It wasn't as intense earlier, now it's chaos'
India Gazette
2 days ago
- India Gazette
Jaipur airport receives bomb threat; declared hoax after security search
Jaipur (Rajasthan) [India], June 20 (ANI): Jaipur Airport received a bomb threat on Thursday, which was later confirmed to be a hoax, police said. According to Airport Police Station officials, the threat message was received on the police control room's WhatsApp helpline number. Following the alert, a joint search operation was launched by the police and the Central Industrial Security Force (CISF) at the airport premises. 'No suspicious object was found during the search operation,' Station House Officer (SHO) Sandeep Basera said. Earlier, on Wednesday, a bomb threat email targeting a Qatar Airways cargo flight was received at the Hyderabad airport, prompting an immediate response from law enforcement agencies, the GMR group said in an official statement. Following the threat, the authorities launched a high-alert operation at the airport. 'A bomb threat email targeting a Qatar Airways cargo flight 8650 was received at the Hyderabad airport at 06:31 hrs on 18th June 2025. The flight landed safely. A bomb threat assessment committee was formed, and all procedures were followed as per SOP,' GMR said. Speaking to ANI, the Assistant Commissioner of Police at Begumpet said, 'Begumpet airport received a bomb threat mail this morning. We are currently conducting a thorough search of the airport and its premises with the bomb squad. Further details will be provided later.' Authorities launched extensive checks with the help of bomb detection and disposal teams. As of now, no suspicious objects have been found. Meanwhile, on Tuesday, an IndiGo flight 6E 2706, which was travelling from Muscat to Delhi with a layover at Kochi, made an emergency landing at Nagpur Airport after receiving a bomb threat. According to Lohit Matani, DCP Nagpur, all passengers have been safely deboarded, and an investigation is currently underway. Preliminary checks have not found anything suspicious so far, officials said. Similarly, on Monday, officials informed that Lufthansa flight LH752, which was flying from Frankfurt to Hyderabad, was forced to return to Germany after a bomb threat was received. A committee has been formed to assess the threat as per Standard Operating Procedure (SOP). (ANI)
