Aircraft Crash Notification
- Thread starter A.V.
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IAF worst enemy is... IAF
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He didn't run into the mountain as witnesses saw a fireball falling from the air.
Rahul Singh
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Being an air force of this size IAF is guilty of depending on imported stuffs for very long and for killing indigenous efforts as well. Only thing that can ensure healthy IAF is a robust domestic aerospace industry and nobody other than IAF can create (by actively supporting) that.
sandeepdg
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Come on, it was damn typo !! Don't freak out over it ! I already stated that previously.
sandeepdg
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This is the military aircrash notification thread !! See before you post.
Anshu Attri
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Villagers claim to spot MiG plane wreckage; search hampered
Villagers claim to spot MiG plane wreckage; search hampered | idrw.org
While the administration and army chopper could not locate the wreckage of MiG-29 plane of Indian Air Force (IAF) that crashed on Tuesday night around 8.30 pm, five villagers under Thirot panchayat have claimed to have traced the debris on Thursday evening.
Jagdish Sharma, pradhan of Thirot panchayat who along with four other villagers had climbed the mountain to locate the remains of the plane, said they have found the tyre and other parts of the aircraft around 500 metre below the Chokhang peak.
"We have found a tyre, a bearing-type equipment and two yellow and blue small boxes. Other parts of the plane are lying around 500 metre above the place, where we found these things," claimed Sharma.
Sharma and his team have carried other parts with them while they left the tyre at the spot as it was too heavy to carry and weather too turned hostile. "It was snowing and visibility was turning poor so we had to return to Thirot," said Sharma.
Others villagers who managed to reach near the accident site include Subhash, Sudershan, Rajinder of Jholing village and Avinash of Sendhwari village. They had started around 7am from Thirot village and reached near the spot of mishap around 3pm.
Sharma said that one spot near the peak had turned black as it seemed that the plane had crashed at that point and explosion discoloured it. "We are going to inform the local police station and SP Lahaul-Spiti about the recovery we have made," he added.
Earlier, heavy snowfall and dense dark clouds on mountains had hampered IAF's search operation to locate the wreckage.
Few minutes after six helicopters – two from Keylong and four from Ladakh – had taken off in search of the remains, they landed back as it was not possible for them to continue the operation in heavy snowfall, low visibility and gusty winds, police said. IAF sources at the spot said search from land is out of question as the hills are extremely rugged and treacherous. Meanwhile, Air Force Police team has also reached Keylong.
But with every passing moment, possibility of rescuing the pilot is fading away. Initially, it was being expected that the pilot may have ejected safely before the crash. But according to search and rescue experts, it would be a tough task for a pilot to stay alive while being surrounded by blizzards. Meteorological department Shimla said the minimum temperature in Keylong (Lahaul-Spiti), which is at 10,900 feet, was recorded at 3.1 degrees celsius. The temperature on high altitude peaks (between 13,000 and 18,000 feet), where MiG crashed, is below freezing point.
Keylong deputy superintendent of police Khajana Ram said due to rough weather, aerial search operation was suspended on Thursday. "IAF, Indian Army, police and some trekkers are searching for the wreckage from Lahaul valley, Bharmour in Chamba and Zanskar region of Ladakh. More teams of army have arrived. As peaks are inaccessible, entire operation is fully dependent on aerial recce," he said.
It was 8.30pm on Tuesday when two MiG-29s were undergoing night-flying exercise between Adampur and Leh airbase. One of them landed safely on Adampur airbase but the other crashed.
Villagers claim to spot MiG plane wreckage; search hampered | idrw.org
While the administration and army chopper could not locate the wreckage of MiG-29 plane of Indian Air Force (IAF) that crashed on Tuesday night around 8.30 pm, five villagers under Thirot panchayat have claimed to have traced the debris on Thursday evening.
Jagdish Sharma, pradhan of Thirot panchayat who along with four other villagers had climbed the mountain to locate the remains of the plane, said they have found the tyre and other parts of the aircraft around 500 metre below the Chokhang peak.
"We have found a tyre, a bearing-type equipment and two yellow and blue small boxes. Other parts of the plane are lying around 500 metre above the place, where we found these things," claimed Sharma.
Sharma and his team have carried other parts with them while they left the tyre at the spot as it was too heavy to carry and weather too turned hostile. "It was snowing and visibility was turning poor so we had to return to Thirot," said Sharma.
Others villagers who managed to reach near the accident site include Subhash, Sudershan, Rajinder of Jholing village and Avinash of Sendhwari village. They had started around 7am from Thirot village and reached near the spot of mishap around 3pm.
Sharma said that one spot near the peak had turned black as it seemed that the plane had crashed at that point and explosion discoloured it. "We are going to inform the local police station and SP Lahaul-Spiti about the recovery we have made," he added.
Earlier, heavy snowfall and dense dark clouds on mountains had hampered IAF's search operation to locate the wreckage.
Few minutes after six helicopters – two from Keylong and four from Ladakh – had taken off in search of the remains, they landed back as it was not possible for them to continue the operation in heavy snowfall, low visibility and gusty winds, police said. IAF sources at the spot said search from land is out of question as the hills are extremely rugged and treacherous. Meanwhile, Air Force Police team has also reached Keylong.
But with every passing moment, possibility of rescuing the pilot is fading away. Initially, it was being expected that the pilot may have ejected safely before the crash. But according to search and rescue experts, it would be a tough task for a pilot to stay alive while being surrounded by blizzards. Meteorological department Shimla said the minimum temperature in Keylong (Lahaul-Spiti), which is at 10,900 feet, was recorded at 3.1 degrees celsius. The temperature on high altitude peaks (between 13,000 and 18,000 feet), where MiG crashed, is below freezing point.
Keylong deputy superintendent of police Khajana Ram said due to rough weather, aerial search operation was suspended on Thursday. "IAF, Indian Army, police and some trekkers are searching for the wreckage from Lahaul valley, Bharmour in Chamba and Zanskar region of Ladakh. More teams of army have arrived. As peaks are inaccessible, entire operation is fully dependent on aerial recce," he said.
It was 8.30pm on Tuesday when two MiG-29s were undergoing night-flying exercise between Adampur and Leh airbase. One of them landed safely on Adampur airbase but the other crashed.
A.V.
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PAF Mirage-V crashes near Uthal; Pilot embraces Shahadat
ISLAMABAD: A PAF Mirage-V aircraft, while on a routine operational training mission, Wednesday crashed due to technical malfunction near Uthal, Balochistan.
According to a spokesman of PAF, the pilot embraced Shahadat. No loss of civilian life or property was reported on ground.
A board of inquiry has been ordered by Air Headquarters to determine the cause of accident.
ISLAMABAD: A PAF Mirage-V aircraft, while on a routine operational training mission, Wednesday crashed due to technical malfunction near Uthal, Balochistan.
According to a spokesman of PAF, the pilot embraced Shahadat. No loss of civilian life or property was reported on ground.
A board of inquiry has been ordered by Air Headquarters to determine the cause of accident.
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RIP brave pilot.
SPIEZ
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it stands for Martyrdom
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[h=3]Update On The Latest IAF MiG-29 Crash [/h]
[FONT="]Based on the two-way communications intercepts received by IAF HQ by this evening, this is what probably happened on the night of October 18 over the Chokhang mountains of the Lahaul and Spiti valleys, which have ranges and peaks located between 13,000 and 18,000 feet ASL. At dusk, two MiG-29s based at Adampur AFS and belonging to the 8 Wing (which comprises 47 'Black Archers' Sqn and 223 'Tridents' Sqn) took off on a night-flying composite CAP sortie, along with a Su-30MKI from Leh AFS that was flying top cover. Between the Lahaul and Spiti valleys the MiG-29 flight leader got disoriented and lost his way and it boiled down to the flight's No2--Sqn Ldr Dharmendra Singh Tomar--to help his flight leader find his way back to Adampur AFS. In the process of doing so, Sqn Ldr Tomar asked the ATC centre at Adampur AFS permission for descending to a lower altitude than originally authorised. Reportedly a few seconds after such authorisation was obtained, the aircrew of the Su-30MKI, which was cruising at an appreciably higher altitude but was in visual contact with the two MiG-29s, witnessed a bright explosive flash along one of the mountain ranges. As of now, at total of 15 MiG-29s, including at least one twin-seater, have been lost or written off in accidents.[/FONT]
[FONT="][FONT="]Could such a mishap have been avoided? Most definitely no, especially for aircraft like the IAF's MiG-29s whose cockpit avionics/instrumentation is not NVG-compatible. Had the IAF's MiG-29UPGs been flying a similar sortie, then its pilots would have had the benefit of employing helmet-mounted night-vision goggles, which allows for the combination of both a direct visual and an intensified image to be presented to the pilot's eyes. The two images are combined in a 1:1 relationship and complement each other. The benefits of the system have been extensively proven since the late 1980s in low-level night-attack flying trials, which used a fully integrated NVG-compatible cockpit and forward looking infra-red (FLIR) generated head-up display imagery, together with a head-down multifunction display. The HUD display is seen through a direct visual path, and it is not degraded by unnecessary image intensification as it would be with conventional NVG systems. Additionally, the direct vision path through the optical combiner arrangement makes monitoring of cockpit displays and instruments considerably easier while the ability to scan either side of the combiners enhances peripheral vision and ensures better spatial awareness. The direct vision path also removes problems normally associated with light to dark transitions as the intensified image becomes progressively more noticeable as the direct visual image fades. Such helmet-mounted NVGs are compact and rugged, and the restrictions on head mobility imposed by the depth of conventional NVG systems is avoided. While the system incorporates a single-handed quick-release mechanism for the helmet interface, it can be configured to include an automatic separation system on ejection and designed growth will enable it to accept the latest image intensifier technology as it becomes available. The IAF must therefore ensure that its pilots flying night sorties (using combat aircraft that have NVG-compatible cockpits) over forbidding high-altitude terrain should in future be equipped with at least such helmet-mounted NVGs, or even the new-generation helmet-mounted displays like the ones available from BAE Systems, ELBIT Systems and THALES, which have built-in night-vision sensors and operating modes.[/FONT][/FONT]
For its existing fleet of An-32B tactical transports, which will be logging the bulk of the night-flying sorties to and fro the ALGs, there is an urgent need to equip such IAF-operated aircraft with enhanced flight vision avionics (EFVA) of the type presently on board the C-130J-20 Super Hercules transports and to be available on the C-17A Globemaster III. Such EFVAs are readily available from:
BAE Systems
(http://www.baesystems.com/BAEProd/groups/public/documents/bae_publication/bae_pdf_eis_q_hud_brochure.pdf)
[FONT="]CMC Electronics Inc [/FONT]
[FONT="](http://www.esterline.com/Portals/17/Documents/en-us/SureSight_4pager.pdf), [/FONT]
[FONT="]Honeywell Aerospace [/FONT]
[FONT="](http://www.honeywell.com/sites/aero/Displays3_CE93FFB8A-73F4-4F96-48E0-F6E6A78625A2_HD9FACAA0-06FF-D1C1-0054-6A39CAEEA7FE.htm), [/FONT]
[FONT="]Rockwell Collins[/FONT]
[FONT="](http://www.rockwellcollins.com/sitecore/content/Data/Products/Displays/Head-Up_Displays-HUD/HGS-3500Head-upGuidanceSystem.aspx), and[/FONT]
[FONT="]THALES Avionics[/FONT]
[FONT="](http://www.thalesgroup.com/Portfolio/Aerospace/Aerospace_product_efvs/?pid=1481).[/FONT]
[FONT="][FONT="][/FONT][FONT="]Lastly, transitioning from a day schedule to a night one is not an easy feat for the human body, as it takes the body approximately a week to adjust fully to a night schedule. There is also the increased fatigue associated with this transition. Another factor is the increased demand on human sensory faculties since normal visual cues are not available. Finally, there is the need to prepare the aircrew mentally for a night mission. Lastly, cockpit resource management is critical at night, especially for a two-man aircrew team.[/FONT]—Prasun K. Sengupta[/FONT]
TRISHUL: Update On The Latest IAF MiG-29 Crash
[FONT="][FONT="]Could such a mishap have been avoided? Most definitely no, especially for aircraft like the IAF's MiG-29s whose cockpit avionics/instrumentation is not NVG-compatible. Had the IAF's MiG-29UPGs been flying a similar sortie, then its pilots would have had the benefit of employing helmet-mounted night-vision goggles, which allows for the combination of both a direct visual and an intensified image to be presented to the pilot's eyes. The two images are combined in a 1:1 relationship and complement each other. The benefits of the system have been extensively proven since the late 1980s in low-level night-attack flying trials, which used a fully integrated NVG-compatible cockpit and forward looking infra-red (FLIR) generated head-up display imagery, together with a head-down multifunction display. The HUD display is seen through a direct visual path, and it is not degraded by unnecessary image intensification as it would be with conventional NVG systems. Additionally, the direct vision path through the optical combiner arrangement makes monitoring of cockpit displays and instruments considerably easier while the ability to scan either side of the combiners enhances peripheral vision and ensures better spatial awareness. The direct vision path also removes problems normally associated with light to dark transitions as the intensified image becomes progressively more noticeable as the direct visual image fades. Such helmet-mounted NVGs are compact and rugged, and the restrictions on head mobility imposed by the depth of conventional NVG systems is avoided. While the system incorporates a single-handed quick-release mechanism for the helmet interface, it can be configured to include an automatic separation system on ejection and designed growth will enable it to accept the latest image intensifier technology as it becomes available. The IAF must therefore ensure that its pilots flying night sorties (using combat aircraft that have NVG-compatible cockpits) over forbidding high-altitude terrain should in future be equipped with at least such helmet-mounted NVGs, or even the new-generation helmet-mounted displays like the ones available from BAE Systems, ELBIT Systems and THALES, which have built-in night-vision sensors and operating modes.[/FONT][/FONT]
For its existing fleet of An-32B tactical transports, which will be logging the bulk of the night-flying sorties to and fro the ALGs, there is an urgent need to equip such IAF-operated aircraft with enhanced flight vision avionics (EFVA) of the type presently on board the C-130J-20 Super Hercules transports and to be available on the C-17A Globemaster III. Such EFVAs are readily available from:
BAE Systems
(http://www.baesystems.com/BAEProd/groups/public/documents/bae_publication/bae_pdf_eis_q_hud_brochure.pdf)
[FONT="]CMC Electronics Inc [/FONT]
[FONT="](http://www.esterline.com/Portals/17/Documents/en-us/SureSight_4pager.pdf), [/FONT]
[FONT="]Honeywell Aerospace [/FONT]
[FONT="](http://www.honeywell.com/sites/aero/Displays3_CE93FFB8A-73F4-4F96-48E0-F6E6A78625A2_HD9FACAA0-06FF-D1C1-0054-6A39CAEEA7FE.htm), [/FONT]
[FONT="]Rockwell Collins[/FONT]
[FONT="](http://www.rockwellcollins.com/sitecore/content/Data/Products/Displays/Head-Up_Displays-HUD/HGS-3500Head-upGuidanceSystem.aspx), and[/FONT]
[FONT="]THALES Avionics[/FONT]
[FONT="](http://www.thalesgroup.com/Portfolio/Aerospace/Aerospace_product_efvs/?pid=1481).[/FONT]
[FONT="][FONT="][/FONT][FONT="]Lastly, transitioning from a day schedule to a night one is not an easy feat for the human body, as it takes the body approximately a week to adjust fully to a night schedule. There is also the increased fatigue associated with this transition. Another factor is the increased demand on human sensory faculties since normal visual cues are not available. Finally, there is the need to prepare the aircrew mentally for a night mission. Lastly, cockpit resource management is critical at night, especially for a two-man aircrew team.[/FONT]—Prasun K. Sengupta[/FONT]
TRISHUL: Update On The Latest IAF MiG-29 Crash
nrj
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