Founder, Safety Matters Fdn | Fellow Aero Society | Ex-Head Flt Ops & Safety | Author: Varaha https://xitter.gq/t.co/q16Cu7Ykxz and mindFly https://xitter.gq/t.co/4ur35Yz8Zl
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Decided first. Disclosed after.
The Central Information Commission has dismissed the @SafetyMatters6 appeal for factual flight recorder data on VT-AYD, the Air India Express 737-800 involved in the Tiruchirappalli accident of October 2018.
The sequence matters:
23 October: at the hearing, the appellant's representative asked for AAIB's written submissions and an opportunity to respond.
2 November: the CIC dismissed the appeal without providing that opportunity.
The same order directed AAIB to provide those submissions within 15 days, after the appeal had been disposed of.
How can an appellant answer a case that has not been disclosed to him?
The original denial relied on Section 8(1)(h) of the RTI Act. The latest decision substantially relies on Sections 8(1)(a) and 8(1)(f): foreign relations, and information received in confidence from a foreign government.
So what data went to the NTSB, what work was requested, and what came back? The material available to the appellant does not clearly establish this. If foreign-government confidentiality is claimed, the specific restriction should be identified.
This request does not seek investigators' opinions, witness statements, cockpit voice recordings or probable-cause conclusions. It seeks existing recorded parameters for the aircraft's subsequent approach and landing at Mumbai.
ICAO Doc 10053 distinguishes factual information recorded in flight data recorders from opinions expressed in analysis. That does not make every FDR record public. It does mean any protection must be justified for the specific information requested.
The Delhi High Court had already set aside the CIC's earlier decision in April and sent the matter back for fresh consideration.
Transparency and the protection of genuinely sensitive investigative information are not mutually exclusive. Both can and should be respected.
SMF reserves its right to approach the Delhi High Court.
#AviationSafety #RTI #AAIB @MoCA_GoI @rtiindia
Char Dham helicopters: the numbers don't fly.
• 21 lives lost since 2022
• IRCTC's 2024 pilgrims: 2.6× DGCA's hourly limits
• Officials' money per devotee: above the dearest fare
• UCADA accounts: not published
We ask MoCA for an independent audit. @MoCA_GoI @DGCAIndia
safetymatters.co.in/numbers-…
AAIB's report on the Dabolim runway incursion (3 Apr) blames the cockpit.
It skips the wrong-runway pushback, an unanswered "entering runway" call, unlit stop bars ,and ICAO's runway incursion manual, Doc 9870.
A system event, explained as a pilot lapse.
safetymatters.co.in/goas-run… @MoCA_GoI @DGCAIndia
अमित सिंह (वराह)𝒜𝓂𝒾𝓉 𝒮𝒾𝓃𝑔𝒽 retweeted
A monumental day for Indian Wrestling! 🥇🇮🇳
Heartiest congratulations to Manisha Bhanwala on becoming the first Indian woman in history to win gold at the World Wrestling Championships.
Here's a single X post (about 269 characters). Attach `Legal But Not Rested - Instagram 60s.mp4` from `Downloads`:
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🎥 Legal, but not rested.
On a legal night duty in India, 63 in 100 pilots are predicted to be sleepy at the last landing. Europe measured 16 in 100 on day flights.
The rules count the hours. The body counts the clock. @MoCA_GoI @DGCAIndia
Full video and guide 👇
safetymatters.co.in/legal-bu…
Can a pilot follow every duty rule and still be too tired to fly?
On a legal night duty in India, 63 in 100 pilots are predicted to be sleepy at the last landing. Europe measured 16 in 100 on day flights.
Legal is not the same as rested.
safetymatters.co.in/legal-bu…
@MoCA_GoI @DGCAIndia @icao
अमित सिंह (वराह)𝒜𝓂𝒾𝓉 𝒮𝒾𝓃𝑔𝒽 retweeted
About 63 in 100 Indian #pilots were predicted to be sleepy when they land at dawn after the legally permitted maximum night duty of 10 hours, according to a review by Safety Matters Foundation, a not-for-profit #aviation safety group.
The question it attempted to answer was: How many pilots are sleepy as they begin the last landing? For #Europe, which has day flights, that number was 16 in 100.
For more details 🔗 toi.in/X8VHtb
Dive deeper into the story with the TOI App 👉 timesofindia.sng.link/Cqhd4/…
An aircraft door reportedly opened in flight. A medical emergency forced a diversion to Dhaka, where a patient died.
Two serious events, one flight. What exactly happened, and were they connected?
A transparent investigation is essential. Aviation safety depends on facts, not assumptions.
youtu.be/YTmxL_UnDdw
The incident details and any causal connection remain unverified. The wording avoids attributing the death to the door opening. @MoCA_GoI @DGCAIndia
Two #Echolac suitcases of the same model, purchased in Bahrain, have the same defect: one wheel sinks into the body during normal wheeling.
@Jashanmal accepted the suitcase without shell damage but refused to inspect the other because its wheel housing had cracked.
Could the crack be caused by the same defect? I request a technical inspection and written explanation.
#ConsumerRights
Who made this one?
A little musical nostalgia and political satire!
Shared for humour and commentary. No factual allegations intended.
🤖 Made with AI
India's accident investigator documented the aviation regulator's failings in 28 of 54 accidents since 2018. 69 dead.
259 recommendations to DGCA. Not one reply made public. No DGCA official publicly held to account.
Evidence 👇
safetymatters.co.in/the-regu…
@MoCA_GoI @DGCAIndia @RRPSpeaks
FRMS is not a shortcut around prescriptive fatigue rules.
The guidance is clear: before permitting FRMS, a State must first have robust, scientifically based prescriptive fatigue limits, effective SMS processes and a well-trained inspectorate capable of oversight.
If @DGCAIndia has not yet fully implemented and demonstrated effective oversight of its prescriptive fatigue regime, introducing FRMS would be putting the cart before the horse.
FRMS is a privilege built on a mature fatigue-management system — not a substitute for one.
@MoCA_GoI @icao
After 3 years #AAIB releases the accident report.
AAIB says DGCA failed to spot problems at VSR. But its own report also leaves basic questions unanswered:
one engine had 872 more logged hours than the aircraft, yet its history is not explained;
mandatory stall training was marked “N/A”; and the report’s glide-path analysis conflicts with the recorded flight data.
If you question someone else’s oversight, your own investigation must withstand the same scrutiny.
Pot calling the kettle black? @MoCA_GoI @DGCAIndia #AAIB #VTDBL
The flydubai #FZ1073 incident was a Grey Rhino, not a Black Swan.
Officials say the first officer was grounded by Oman Air as a security risk in 2024. Two airlines later, he was in a cockpit.
Someone knew. The system had no way to pass it on.
safetymatters.co.in/not-a-bl…
@MoCA_GoI @DGCAIndia @icao
अमित सिंह (वराह)𝒜𝓂𝒾𝓉 𝒮𝒾𝓃𝑔𝒽 retweeted
The Israeli passengers fought back when the FlyDubai cockpit was attacked - and aviation safety expert Captain Amit Singh says their preparedness may have helped save the aircraft. But there is another, bigger question: aviation had already identified the “insider threat” years ago. In 2022, ICAO issued an Insider Threat Toolkit warning that the threat can come from people already inside the aviation system - including pilots, cabin crew and ground staff. So why was the system unprepared?
#flydubai #aviationsafety #aviationsecurity #insiderthreat #aviationnews #israel #telaviv #terrorthreat #cockpitsecurity #aviation
Watch the full video here 🔗 youtu.be/asBoESPZNgw?si=lLpm…
@flyingamit @ananyadg