{"id":1552,"date":"2017-03-20T05:59:40","date_gmt":"2017-03-20T05:59:40","guid":{"rendered":"http:\/\/bizimkokpit.com\/?p=1552"},"modified":"2017-03-27T05:59:51","modified_gmt":"2017-03-27T05:59:51","slug":"cfit-kontrollu-ucusta-yere-carpma","status":"publish","type":"post","link":"https:\/\/bizimkokpit.com\/index.php\/2017\/03\/20\/cfit-kontrollu-ucusta-yere-carpma\/","title":{"rendered":"CFIT &#8211; Kontroll\u00fc U\u00e7u\u015fta Yere \u00c7arpma"},"content":{"rendered":"<p>Kontroll\u00fc U\u00e7u\u015fta Yere \u00c7arpma \u2014 Controlled Flight Into Terrain (CFIT)<\/p>\n<p><a href=\"http:\/\/bizimkokpit.com\/wp-content\/uploads\/2017\/03\/AAEAAQAAAAAAAAIAAAAAJDNlMWY4YzNmLTIxYTgtNGI5My05MjIwLTNhNTkxNDJmMDIwNA.png\"><img loading=\"lazy\" decoding=\"async\" class=\"aligncenter wp-image-1555 size-full\" src=\"http:\/\/bizimkokpit.com\/wp-content\/uploads\/2017\/03\/AAEAAQAAAAAAAAIAAAAAJDNlMWY4YzNmLTIxYTgtNGI5My05MjIwLTNhNTkxNDJmMDIwNA.png\" alt=\"AAEAAQAAAAAAAAIAAAAAJDNlMWY4YzNmLTIxYTgtNGI5My05MjIwLTNhNTkxNDJmMDIwNA\" width=\"698\" height=\"400\" srcset=\"https:\/\/bizimkokpit.com\/wp-content\/uploads\/2017\/03\/AAEAAQAAAAAAAAIAAAAAJDNlMWY4YzNmLTIxYTgtNGI5My05MjIwLTNhNTkxNDJmMDIwNA.png 698w, https:\/\/bizimkokpit.com\/wp-content\/uploads\/2017\/03\/AAEAAQAAAAAAAAIAAAAAJDNlMWY4YzNmLTIxYTgtNGI5My05MjIwLTNhNTkxNDJmMDIwNA-300x172.png 300w\" sizes=\"auto, (max-width: 698px) 100vw, 698px\" \/><\/a><\/p>\n<p>CFIT kazalar\u0131 geli\u015fmi\u015f t\u00fcm teknolojilere ra\u011fmen g\u00fcn\u00fcm\u00fczde, havac\u0131l\u0131k i\u00e7in en b\u00fcy\u00fck tehditlerden biri olmay\u0131 s\u00fcrd\u00fcrmektedir.<\/p>\n<p>IATA\u2019n\u0131n (The International Air Transport Association) 2010-2014 y\u0131llar\u0131 aras\u0131ndaki be\u015f y\u0131ll\u0131k periyot i\u00e7in 2015 y\u0131l\u0131nda yay\u0131nlad\u0131\u011f\u0131 \u201cControlled Flight Into Terrain Accident Analysis Report\u201da g\u00f6re; bu d\u00f6nemde meydana gelen toplam 415 kazadan 34\u2019\u00fc CFIT kazas\u0131 olarak belirlenmi\u015ftir. Toplam kazalardaki 2541 can kayb\u0131ndan 707\u2019si CFIT kategorisinde s\u0131n\u0131fland\u0131r\u0131lan kazalarda meydana gelmi\u015ftir.<br \/>\nhttps:\/\/www.iata.org\/whatwedo\/safety\/Documents\/CFIT-Report-1st-Ed-2015.pdf<\/p>\n<p>Rapora g\u00f6re CFIT kazalar\u0131, IATA G\u00fcvenlik Departman\u0131 taraf\u0131ndan \u201cLOC-I\u201d yani \u201cLoss of Control in-Flight\u201d u\u00e7u\u015fta kumanda kayb\u0131 kazalar\u0131ndan sonra havac\u0131l\u0131k end\u00fcstrisinde havac\u0131l\u0131k g\u00fcvenli\u011fi ad\u0131na ikinci en y\u00fcksek riskli olarak de\u011ferlendirilmi\u015ftir.<\/p>\n<p>Ticari jet operasyonlar\u0131n\u0131n ba\u015flang\u0131c\u0131ndan bu g\u00fcne kadar d\u00fcnya \u00e7ap\u0131nda CFIT kazalar\u0131nda 9000\u2019den fazla insan hayat\u0131n\u0131 kaybetmi\u015ftir.<\/p>\n<p>Bu nedenle yaz\u0131m\u0131zda CFIT tan\u0131m\u0131, CFIT olaylar\u0131 ve katk\u0131da bulunan sebepleri birka\u00e7 \u00fcnl\u00fc CFIT kazas\u0131 ile ele alaca\u011f\u0131z. Daha sonra ise CFIT kazalar\u0131n\u0131 \u00f6nlemek i\u00e7in al\u0131nabilecek tedbirler \u00fczerinde duraca\u011f\u0131z.<\/p>\n<p>CFIT kazalar\u0131, tamamen u\u00e7u\u015fa elveri\u015fli bir u\u00e7a\u011f\u0131n, tamamen pilotlar\u0131n kontrol\u00fc alt\u0131nda iken istemeden araziye, suya veya engele \u00e7arpmas\u0131 olarak tan\u0131mlanabilir.<\/p>\n<p>Peki, \u00f6yle ise her\u015feyin muntazam \u00e7al\u0131\u015ft\u0131\u011f\u0131 ve tamamen pilotlar\u0131n kontrol\u00fcndeki bir hava arac\u0131 neden kaza yapar?<\/p>\n<p>Eldeki verilere g\u00f6re CFIT kazalar\u0131n\u0131n \u00e7o\u011fu pist uzan\u0131m\u0131 hatt\u0131nda, pist ba\u015f\u0131na sadece 8 mil kala ve \u00f6zellikle hassas olmayan yakla\u015fma prosed\u00fcrleri uygulan\u0131rken ya\u015fanmakta ve d\u00fcnyan\u0131n baz\u0131 b\u00f6lgelerinde daha \u00e7ok meydana gelmektedir.<\/p>\n<p>Acaba di\u011ferlerinden daha tehlikeli olan baz\u0131 operasyonel alanlar m\u0131 var?<\/p>\n<p>CFIT \u00fczerinde devaml\u0131 olarak \u00e7al\u0131\u015f\u0131lan uluslararas\u0131 &#8220;yakla\u015fma ve emniyet kaza azaltma program\u0131&#8221; ba\u015fl\u0131\u011f\u0131 ile \u201cu\u00e7u\u015f emniyet program\u0131\u201d kapsam\u0131na al\u0131nm\u0131\u015ft\u0131r.<\/p>\n<p>1986-1996 y\u0131llar\u0131 aras\u0131nda b\u00f6lgelere g\u00f6re k\u00fclli kaza k\u0131r\u0131m olaylar\u0131na bak\u0131ld\u0131\u011f\u0131nda istatistiklere g\u00f6re, Avrupa ve ABD\/Kanada d\u0131\u015f\u0131ndaki b\u00f6lgelerde yap\u0131lan u\u00e7u\u015flar \u00e7ok daha tehlikeli olarak kabul edilmektedir. Bu olaylar i\u00e7in pek \u00e7ok farkl\u0131 sebep bulunmakla birlikte en belirgin husus; Avrupa ve Kuzey Amerika d\u0131\u015f\u0131ndaki b\u00f6lgelerde \u201chassas yakla\u015fmalar\u0131n\u201c daha az bulunmas\u0131 ve daha az radar kontrol alan\u0131 olmas\u0131d\u0131r.<\/p>\n<p>Pilotlar\u0131n fark\u0131nda olmas\u0131 gereken baz\u0131 tehditler mi var ?<\/p>\n<p>Bug\u00fcne kadar &#8220;Flight Safety Foundation\u201d (U\u00e7u\u015f Emniyeti Vakf\u0131), NASA, FAA ve di\u011fer kurumlar taraf\u0131ndan yap\u0131lan bir\u00e7ok \u00e7al\u0131\u015fma, t\u00fcm pilotlar\u0131n bilincinde olmas\u0131 gereken baz\u0131 ayr\u0131nt\u0131lara dikkat \u00e7ekmektedir, \u00f6rne\u011fin:<\/p>\n<p>CFIT kazalar\u0131n\u0131n %60\u2019\u0131 \u201cHassas Olmayan Yakla\u015fmalar\u201d yap\u0131l\u0131rken ya da G\u00f6rerek Yakla\u015fmalar s\u0131ras\u0131nda meydana gelmi\u015ftir.<br \/>\nHassas Olmayan yakla\u015fmalardaki kazalar\u0131n %47\u2019si \u201cstep-down fix\u201d yani kademeli al\u00e7alma ile yap\u0131lan yakla\u015fmalar s\u0131ras\u0131nda ger\u00e7ekle\u015fmi\u015ftir.<br \/>\nCFIT kazalar\u0131n\u0131n nerdeyse tamam\u0131 Gece ve Aletli Meteorolojik Ko\u015fullar alt\u0131nda olmu\u015ftur.<br \/>\nCFIT kazalar\u0131n\u0131n %48\u2019i da\u011fl\u0131k b\u00f6lgelerde de\u011fil \u00e7o\u011funlukla d\u00fcz arazide meydana gelmi\u015ftir.<br \/>\nCFIT kazalar\u0131n\u0131n %66\u2019dan fazlas\u0131 irtifa hatas\u0131 veya dikey durum fark\u0131ndal\u0131\u011f\u0131 kayb\u0131 nedeniyle meydana gelmi\u015ftir.<\/p>\n<p>Bu istatistiklere bakarak CFIT kazalar\u0131 ile ilgili operasyonel alanlar ve u\u00e7u\u015f safhalar\u0131 hakk\u0131nda b\u00fcy\u00fck resmi g\u00f6rebilirsiniz san\u0131r\u0131m. Basit\u00e7e \u015f\u00f6yle diyebiliriz;<\/p>\n<p>\u201cRadar kapsama alan\u0131 d\u0131\u015f\u0131nda, step-down irtifalar\u0131 olan hassas olmayan bir yakla\u015fmay\u0131 u\u00e7uyorsan\u0131z veya gece veya aletli meteorolojik \u015fartlarda (IMC) g\u00f6rerek yakla\u015fma yapmaya \u00e7al\u0131\u015f\u0131yorsan\u0131z ayr\u0131ca yakla\u015fmada acele (rush approach) ettiriliyor veya ediyorsan\u0131z, bir de \u00fcst\u00fcne yorgun ve bitkin durumda iseniz CFIT kazas\u0131 yapma olas\u0131l\u0131\u011f\u0131n\u0131z b\u00fcy\u00fck \u00f6l\u00e7\u00fcde artm\u0131\u015ft\u0131r.\u201d<\/p>\n<p>Tarihi CFIT kazalar\u0131n\u0131 \u015f\u00f6yle bir g\u00f6zden ge\u00e7irelim;<\/p>\n<p>29 Aral\u0131k 1972, Eastern Havayollar\u0131na ait 401 numaral\u0131 u\u00e7u\u015f, Florida, Miami yak\u0131nlar\u0131:<br \/>\nKaptan, First Officer ve U\u00e7u\u015f M\u00fchendisi hatal\u0131 g\u00f6steren burun ini\u015f tak\u0131m\u0131 \u0131\u015f\u0131\u011f\u0131na fiks olurlarken otopilotun devreden \u00e7\u0131kt\u0131\u011f\u0131n\u0131 fark edemediler. 2000 feet\u2019den d\u00fc\u015f\u00fck varyo ile al\u00e7alan u\u00e7akta bir \u015feylerin yanl\u0131\u015f oldu\u011fu 900 feet civar\u0131nda anla\u015f\u0131ld\u0131\u011f\u0131nda CFIT kazas\u0131na saniyeler kalm\u0131\u015ft\u0131. U\u00e7a\u011f\u0131n al\u00e7ald\u0131\u011f\u0131n\u0131 g\u00f6ren ATC yetersiz ileti\u015fim tekni\u011fi ile ekibe yard\u0131mc\u0131 olamad\u0131. U\u00e7ak Everglades\u2019de yere \u00e7arpt\u0131. 176 yolcu ve m\u00fcrettebattan 101\u2019i hayat\u0131n\u0131 kaybetti.<br \/>\n<iframe loading=\"lazy\" title=\"Eastern Air Lines Flight 401\" width=\"960\" height=\"720\" src=\"https:\/\/www.youtube.com\/embed\/ICqPGkto3Yo?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen><\/iframe><\/p>\n<p>28 Kas\u0131m 1979, Air New Zealand\u2019a ait 901 numaral\u0131 u\u00e7u\u015f, Antartica, Mount Erebus:<br \/>\nKazan\u0131n kesin sebepleri \u00fczerinde h\u00e2l\u00e2 anla\u015fmazl\u0131k vard\u0131r, ancak kaza s\u0131ras\u0131nda her taraf\u0131n kar beyaz\u0131 oldu\u011fu ve pilotlar\u0131n durumsal fark\u0131ndal\u0131klar\u0131n\u0131 kaybetmesi, kazaya neden olan ve katk\u0131da bulunan fakt\u00f6rler olarak yayg\u0131n kabul g\u00f6rmektedir.<br \/>\n<iframe loading=\"lazy\" title=\"Air New Zealand Flight 901 HD\" width=\"960\" height=\"540\" src=\"https:\/\/www.youtube.com\/embed\/vbGpNOmurNM?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen><\/iframe><\/p>\n<p>28 Eyl\u00fcl 1992, Pakistan International Airlines\u2019a ait 268 numaral\u0131 u\u00e7u\u015f, Katmandu yakla\u015fma:<br \/>\nOval \u015fekilli Katmandu Havaalan\u0131n\u0131n da\u011flarla \u00e7evrili bir vadide yer almas\u0131 yakla\u015fmay\u0131 olduk\u00e7a zorla\u015ft\u0131rmaktad\u0131r. 268 numaral\u0131 u\u00e7u\u015f yakla\u015f\u0131k 900 feet yakla\u015fma hatt\u0131n\u0131n alt\u0131nda devam ederken yo\u011fun bulutla kapl\u0131 bir tepeye \u00e7arpt\u0131. u\u00e7aktaki 167 ki\u015finin tamam\u0131 hayat\u0131n\u0131 kaybetti.<br \/>\nhttps:\/\/youtu.be\/lnJUP0FkZgI<\/p>\n<p>20 Aral\u0131k 1995, American Airlines\u2019a ait 965 numaral\u0131 u\u00e7u\u015f, Kolombiya, Cali:<br \/>\nBoeing 757-223 Cali yak\u0131nlar\u0131nda a\u011fa\u00e7larla kapl\u0131 da\u011fl\u0131k araziye \u00e7arpt\u0131. U\u00e7u\u015f ekibi yapt\u0131klar\u0131 seyr\u00fcsefer hatas\u0131n\u0131 alg\u0131layamam\u0131\u015ft\u0131. FMC kontrol noktalar\u0131ndaki \u201cdatabase\u201d hatas\u0131 pilotlar taraf\u0131ndan g\u00f6r\u00fclmemi\u015fti. GPWS ka\u00e7\u0131nma manevras\u0131 s\u0131ras\u0131nda ekip TO\/GA g\u00fc\u00e7 kulland\u0131 fakat speed brake\u2019i kapatmad\u0131. 156 yolcudan 152\u2019si ve t\u00fcm m\u00fcrettebat hayat\u0131n\u0131 kaybetti.<br \/>\nhttps:\/\/youtu.be\/Yp3kzwMBqgo<\/p>\n<p>4 Mart 2015, THY\u2019na ait 726 numaral\u0131 u\u00e7u\u015f, Airbus 330, Nepal, Katmandu.<br \/>\nOval \u015fekilli Katmandu Havaalan\u0131n\u0131n da\u011flarla \u00e7evrili bir vadide yer almas\u0131 yakla\u015fmay\u0131 olduk\u00e7a zorla\u015ft\u0131rmaktad\u0131r. U\u00e7ak Hassas Olmayan yakla\u015fma prosed\u00fcr\u00fcn\u00fcn sonunda havaliman\u0131na ini\u015f yaparken pistten \u00e7\u0131kt\u0131. G\u00f6r\u00fc\u015f mesafesi sis nedeniyle yer yer d\u00fc\u015f\u00fckt\u00fc. Kazada \u00f6n ini\u015f tak\u0131m\u0131 ve motorlar\u0131 hasar ald\u0131. Yolcular a\u00e7\u0131lan \u015fi\u015fme kayd\u0131raklar ile tahliye edildi.<\/p>\n<p>NEDEN \u2026 ?<\/p>\n<p>Ara\u015ft\u0131rmalara g\u00f6re CFIT kazalar\u0131na sebep olan bir\u00e7ok farkl\u0131 fakt\u00f6r mevcuttur. Di\u011fer bir\u00e7ok kazada oldu\u011fu gibi koruma kalkanlar\u0131n\u0131n \u00e7o\u011funun muhafaza edilememesi kazalara neden olmaktad\u0131r. Fakat, CFIT kazalar\u0131n\u0131n temel nedeni, u\u00e7aklar\u0131n \u00f6zellikle yere, suya veya engellere yak\u0131n u\u00e7tu\u011fu yakla\u015fma safhalar\u0131nda pilotlar\u0131n durumsal fark\u0131ndal\u0131klar\u0131n\u0131 (Situational Awareness &#8211; SA) kaybetmesidir.<\/p>\n<p>1. Yatay veya Dikey Durumsal Fark\u0131ndal\u0131k Kayb\u0131<\/p>\n<p>Durumsal Fark\u0131ndal\u0131k nedir? Durumsal fark\u0131ndal\u0131k u\u00e7ak pozisyonunun hem yatay hem de dikey olarak fark\u0131nda olunmas\u0131 demektir.<\/p>\n<p>Durumsal fark\u0131ndal\u0131\u011f\u0131n bir tan\u0131m\u0131 da anl\u0131k olarak u\u00e7a\u011f\u0131n ve m\u00fcrettebat\u0131n emniyetle \u00e7al\u0131\u015fmas\u0131n\u0131 etkileyen fakt\u00f6rlerin ve ko\u015fullar\u0131n pilotlar taraf\u0131ndan do\u011fru alg\u0131lanmas\u0131d\u0131r \u015feklinde ifade edilmektedir.<\/p>\n<p>Durumsal fark\u0131ndal\u0131\u011f\u0131n NASA taraf\u0131ndan yap\u0131lan resmi tan\u0131m\u0131 \u015f\u00f6yledir;<\/p>\n<p>\u201cDurumsal fark\u0131ndal\u0131k, arazi, di\u011fer hava arac\u0131 ve havaalan\u0131yla ilgili hava arac\u0131 pozisyonunun proaktif bir \u015fekilde de\u011ferlendirilmesini gerektirir. Yaln\u0131zca u\u00e7ak \u00e7evresinin her alan\u0131n\u0131 kucaklamakla kalmay\u0131p ayn\u0131 zamanda u\u00e7u\u015fun g\u00fcvenli\u011fini sa\u011flamak i\u00e7in gerekli olan her \u015feyi derhal yerine getirme taahh\u00fcd\u00fcn\u00fc de i\u00e7eren enerjik bir bilin\u00e7tir.\u201d<\/p>\n<p>U\u00e7u\u015f operasyonu s\u0131ras\u0131nda Durumsal Fark\u0131ndal\u0131\u011f\u0131m\u0131z\u0131 \u00f6l\u00e7mek i\u00e7in \u00fc\u00e7 soru sorma metodunu kullanabiliriz;<br \/>\nNeredeyiz?<br \/>\nNereye gidiyoruz?<br \/>\nYolumuzda ne var?<\/p>\n<p>T\u00fcm u\u00e7u\u015f ekibinin bu sorulara cevab\u0131 ayn\u0131 ise, bulundu\u011funuz \u015fartlarda \u00e7ok etkili bir durumsal fark\u0131ndal\u0131\u011f\u0131n\u0131z oldu\u011fu s\u00f6ylenebilir.<\/p>\n<p>\u015eimdi bu \u00fc\u00e7 soruyu operasyon a\u00e7\u0131s\u0131ndan s\u0131rayla inceleyelim;<\/p>\n<p>Where are we? Yani \u015fu anda tam olarak neredeyiz? Her iki (bazen 3-4) pilot da takip edilen rotay\u0131, tahsis edilen irtifay\u0131 ve muhafaza edilmesi gereken do\u011fru s\u00fcrati biliyor mu? U\u00e7ulmakta olan yol ATC taraf\u0131ndan serbest k\u0131l\u0131nan veya planlanan rota m\u0131d\u0131r? U\u00e7u\u015f plan\u0131na g\u00f6re u\u00e7u\u015f ekibi, u\u00e7ak pozisyonu hakk\u0131nda uygun \u00fc\u00e7 boyutlu bili\u015fsel alg\u0131ya sahip mi? T\u00fcm m\u00fcrettebat ayn\u0131 pozisyon fark\u0131ndal\u0131\u011f\u0131n\u0131 payla\u015f\u0131yor mu?<\/p>\n<p>Where are we going? Yani \u015fu anda tam olarak nereye gidiyoruz? T\u00fcm m\u00fcrettebat \u00f6n\u00fcm\u00fczdeki planl\u0131 yolun ayn\u0131 alg\u0131s\u0131n\u0131 payla\u015f\u0131yor mu? Herkes u\u00e7u\u015f plan\u0131n\u0131zla ald\u0131\u011f\u0131n\u0131z klerans\u0131n (yol m\u00fcsaadesinin veya radar vekt\u00f6r\u00fcn\u00fcn veya serbest b\u0131rak\u0131lan prosed\u00fcr\u00fcn) ayn\u0131 oldu\u011funda hemfikir mi? T\u00fcm m\u00fcrettebat, size atanm\u0131\u015f olan irtifa ve s\u00fcrat hakk\u0131nda hemfikir mi?<\/p>\n<p>What could get in our way? Yani \u015fu anda tam olarak yolumuzda ne var? Bu soru \u00e7ok s\u0131k sorulmamakla beraber bir\u00e7ok u\u00e7ak kazas\u0131nda anahtar fakt\u00f6rd\u00fcr. Rota boyunca u\u00e7arken bir sonraki kontrol noktas\u0131nda (waypoint) ne ile kar\u015f\u0131la\u015faca\u011f\u0131z? Y\u00fcksek arazi, k\u00f6t\u00fc hava \u015fartlar\u0131, k\u0131s\u0131tl\u0131 hava sahas\u0131 veya bir ba\u015fka u\u00e7ak. Kokpitte u\u00e7a\u011f\u0131n nereye u\u00e7tu\u011funun iki farkl\u0131 alg\u0131lamas\u0131 olabilir. \u015e\u00f6yle \u00f6rnekleyebiliriz; ATC sizi direkt olarak bir fikse veya var\u0131\u015f noktas\u0131na serbest k\u0131ld\u0131\u011f\u0131nda ger\u00e7ekten ne demek istemi\u015ftir? Bulundu\u011funuz pozisyondan direkt olarak fikse veya var\u0131\u015f noktas\u0131na m\u0131 u\u00e7mal\u0131s\u0131n\u0131z, yoksa planl\u0131 rotan\u0131z\u0131 takip ederek mi fikse veya var\u0131\u015f noktas\u0131na serbest k\u0131l\u0131nd\u0131n\u0131z? Direkt giderseniz yolunuzda neler var? Mevcut irtifan\u0131z direkt rota u\u00e7tu\u011funuz takdirde arazi klerans\u0131 i\u00e7in yeterli mi? Kleranstan (ATC taraf\u0131ndan verilen m\u00fcsaade) emin de\u011filseniz, direkt gitmenin sonu\u00e7lar\u0131ndan da emin olamazs\u0131n\u0131z.<\/p>\n<p><a href=\"http:\/\/bizimkokpit.com\/wp-content\/uploads\/2017\/03\/slide_36.jpg\"><img loading=\"lazy\" decoding=\"async\" class=\"alignnone size-medium wp-image-1554\" src=\"http:\/\/bizimkokpit.com\/wp-content\/uploads\/2017\/03\/slide_36-300x225.jpg\" alt=\"slide_36\" width=\"300\" height=\"225\" srcset=\"https:\/\/bizimkokpit.com\/wp-content\/uploads\/2017\/03\/slide_36-300x225.jpg 300w, https:\/\/bizimkokpit.com\/wp-content\/uploads\/2017\/03\/slide_36.jpg 960w\" sizes=\"auto, (max-width: 300px) 100vw, 300px\" \/><\/a><\/p>\n<p>Havac\u0131l\u0131k kesinlikle dura\u011fan de\u011fildir, daima dinamiktir. Durum fark\u0131ndal\u0131\u011f\u0131 bazen saniyelerle s\u00fcrekli de\u011fi\u015fir. Bu nedenle u\u00e7ucular devaml\u0131 olarak bu de\u011fi\u015fimleri takip etmek ve do\u011fru reaksiyon g\u00f6stermek zorundad\u0131rlar. Tehlikelerden uzak kalabilmek i\u00e7in kokpitteki herkes yukar\u0131daki sorular\u0131n cevaplar\u0131nda daima hemfikir olmal\u0131d\u0131rlar. Daha \u00f6nce de ifade edildi\u011fi gibi bu sorular u\u00e7u\u015fun yakla\u015fma veya ini\u015f safhalar\u0131nda y\u00fcksek tehditli b\u00f6lgelerde \u00e7ok \u00f6nemlidir.<\/p>\n<p>2. Kokpitte CRM\u2019in bozulmas\u0131<\/p>\n<p>CRM, u\u00e7u\u015f operasyonu s\u0131ras\u0131nda u\u00e7ak kazalar\u0131na neden olan insan performans hatalar\u0131n\u0131 tespit etmek i\u00e7in tasarlanm\u0131\u015f bir \u00e7al\u0131\u015fmad\u0131r. K\u0131saca u\u00e7u\u015fta m\u00fcrettebat\u0131n operasyonu olumsuz y\u00f6nde etkileyen davran\u0131\u015f bozukuluklar\u0131n\u0131 ele al\u0131r. Genelde CRM ile ilgili e\u011fitimlerde ise operasyonel zorluklarla ba\u015f edebilmek i\u00e7in m\u00fcrettebat sinerjisinin kullan\u0131lmas\u0131 \u00fczerinde durulur.<br \/>\nCRM\u2019in prensiplerinden baz\u0131lar\u0131 \u015funlard\u0131r;<br \/>\n\u0130\u015f y\u00fck\u00fc y\u00f6netiminin kontrol edilmesi,<br \/>\n\u0130leti\u015fim,<br \/>\nDurumsal Fark\u0131ndal\u0131k,<br \/>\nM\u00fcrettebat\u0131n kendine g\u00fcveni ve<br \/>\nM\u00fcrettebat\u0131n teknik yeterlili\u011fi<br \/>\nBir\u00e7ok CFIT kazas\u0131nda kokpit CRM eksikli\u011finin katk\u0131da bulundu\u011fu g\u00f6r\u00fclm\u00fc\u015ft\u00fcr.<\/p>\n<p>CRM\u2019in bozulmas\u0131na bir \u00f6rnek u\u00e7u\u015f ekibinin acele etmesidir. Ekip yakla\u015fma prosed\u00fcr\u00fcn\u00fcn gerisinde kal\u0131r ve tela\u015f ba\u015flarsa \u00e7eklist uygulanmas\u0131 veya di\u011fer operasyonel prosed\u00fcrler gibi normal usullerde baz\u0131 maddeler atlanabilir. Acele ve tela\u015fla yap\u0131lan operasyon, u\u00e7u\u015f ekibinde huni veya t\u00fcnel g\u00f6r\u00fc\u015fe sebep olarak irtifa k\u0131s\u0131tlamalar\u0131, s\u00fcrat k\u0131s\u0131tlamalar\u0131 gibi birka\u00e7 maddenin atlan\u0131lmas\u0131na yol a\u00e7acak \u015fekilde bir SA kayb\u0131na sebep olabilir. Bu tarz bir durum kayb\u0131 zay\u0131f i\u015f y\u00fck\u00fc y\u00f6netimi ve ayak uyduramamaktan kaynaklan\u0131r. Kaptan i\u015f y\u00fck\u00fc uyumunu tesis ve muhafaza etmeli di\u011ferleri de uygun \u015fekilde durumsal fark\u0131ndal\u0131klar\u0131n\u0131 buna g\u00f6re ayarlamal\u0131d\u0131r. Genelde pilotlar g\u00f6revleri \u00f6ncelik s\u0131ras\u0131na koyarlar ve SA gerekti\u011finde \u00f6nceli\u011fi bu g\u00f6reve verirler. \u00c7o\u011fu durumda bu i\u015fe yarar fakat dikey durum gibi maddelerin ge\u00e7 fark edilmesinin SA\u2019de gecikmeye tahamm\u00fcl\u00fc yoktur.<\/p>\n<p>Bir ba\u015fka CRM eksikli\u011fi ise hassas olmayan yakla\u015fmalar\u0131 u\u00e7arken yap\u0131lan irtifa k\u0131s\u0131tlamalar\u0131na dikkat etmemek veya yanl\u0131\u015f alg\u0131lama durumudur. Kitaplar bu t\u00fcr kazalarla doludur. \u00d6zellikle \u201cstep-down&#8221; fikslere sahip hassas olmayan yakla\u015fmalarda kazalar yo\u011funla\u015fmaktad\u0131r. Bir\u00e7ok CFIT kazas\u0131, pilotlar\u0131n al\u00e7alma kartlar\u0131n\u0131n dikey profil k\u0131sm\u0131n\u0131 yanl\u0131\u015f de\u011ferlendirmesi ve al\u00e7almaya yanl\u0131\u015f DME mesafesinde veya bas\u0131l\u0131 irtifada ba\u015flamamas\u0131 nedeniyle kay\u0131pla sonu\u00e7lanm\u0131\u015ft\u0131r. Baz\u0131 olaylarda da pilotlar\u0131n DME\u2019yi yanl\u0131\u015f seyr\u00fcsefer kayna\u011f\u0131ndan (navaid) takip ederek al\u00e7almalar\u0131 kazaya sebep olmu\u015ftur.<\/p>\n<p>3. \u0130leti\u015fim hatalar\u0131<\/p>\n<p>U\u00e7u\u015f s\u0131ras\u0131nda ileti\u015fim hatalar\u0131 u\u00e7ak i\u00e7inde ve d\u0131\u015f\u0131nda olabilmektedir. Bu yetersiz ileti\u015fim veya ileti\u015fimsizlik de baz\u0131 CFIT kazalar\u0131na neden olmu\u015ftur.<\/p>\n<p>Pilotlar ile ATC aras\u0131ndaki ileti\u015fim hatalar\u0131n\u0131n nedenlerinden baz\u0131lar\u0131 \u015funlard\u0131r:<br \/>\nDil farkl\u0131l\u0131\u011f\u0131<br \/>\nStandart frezyoloji kullan\u0131lmamas\u0131<br \/>\nGeri bildirim hatalar\u0131 (read back)<\/p>\n<p>A\u015fa\u011f\u0131daki \u00f6rnek G\u00fcney Amerika\u2019da ya\u015fanm\u0131\u015ft\u0131r:<br \/>\nEkvator\u2019da Quito meydan\u0131na yakla\u015fma yapan bir hava yolu u\u00e7a\u011f\u0131 g\u00f6r\u00fc\u015f\u00fcn limitlerin alt\u0131na d\u00fc\u015fmesi sebebiyle pas ge\u00e7mek zorunda kalm\u0131\u015ft\u0131r. U\u00e7u\u015f Ekibi ATC\u2019den Ekvator\u2019un bir ba\u015fka meydan\u0131 olan Guayaquil\u2019e (yedek meydan\u0131na) devam etmek istemi\u015ftir. ATC de \u201ccleared direct Guayaquil\u201d ifadesi ile u\u00e7a\u011f\u0131 direk olarak yedek meydana serbest k\u0131lm\u0131\u015ft\u0131r. Kaptan telsiz konu\u015fmas\u0131n\u0131 yaparken, first officer FMS\u2019de bulunduklar\u0131 pozisyondan direkt Guayaquil meydan\u0131n\u0131 se\u00e7erek aktif hale getirmi\u015ftir. Kaptan telsizle konu\u015fmas\u0131n\u0131 bitirince de F\/O kaptana yapt\u0131\u011f\u0131 hakk\u0131nda bilgi vermi\u015ftir. Kaptan ise derhal u\u00e7a\u011f\u0131 u\u00e7u\u015f plan\u0131ndaki orijinal rotas\u0131na geri d\u00f6nd\u00fcrm\u00fc\u015ft\u00fcr. \u00c7\u00fcnk\u00fc o s\u0131rada Grid MORA veya rotalar\u0131ndaki en y\u00fcksek arazi 24.000 feet iken u\u00e7ak hen\u00fcz 17.000 feet\u2019de bulunmaktayd\u0131. Bu olayda, b\u00f6lge radar kontrol\u00fc alt\u0131nda de\u011fildi ve gece \u015fartlar\u0131nda olmu\u015ftu. CFIT kazas\u0131na ramak kala i\u00e7in m\u00fckemmel bir kurtarma senaryosu ger\u00e7ekle\u015fmi\u015ftir.<\/p>\n<p>E\u011fer ATC sizi direkt olarak bir fikse veya var\u0131\u015f meydan\u0131na serbest k\u0131larsa ger\u00e7ekte ne demek istemi\u015ftir? Bulundu\u011funuz pozisyondan direk olarak m\u0131 yoksa u\u00e7u\u015f plan\u0131 yolu ile mi fikse veya var\u0131\u015f meydan\u0131na serbest k\u0131lm\u0131\u015ft\u0131r. Yukar\u0131daki \u00f6rnekte ATC asl\u0131nda u\u00e7a\u011f\u0131 u\u00e7u\u015f plan\u0131ndaki yollarla yedek meydan Guayaquil\u2019e serbest k\u0131lmak istemi\u015ftir. Fakat kontrol\u00f6r uygun frezyolojiyi kullanmam\u0131\u015ft\u0131r. Uygun frezyoloji \u201cCleared to the Guayaquil airport as filed, maintain FL280\u201d yani \u201cGuayaquil meydan\u0131na plan\u0131n\u0131zdaki yollardan serbestsiniz, 280 u\u00e7u\u015f seviyesini muhafaza edin\u201d \u015feklinde olmal\u0131yd\u0131. Bu noktada kaptan olaya uygun \u015fekilde m\u00fcdahale etmeseydi sonu\u00e7 bir felaket olabilirdi.<\/p>\n<p>Bulundu\u011funuz pozisyondan direkt olarak fikse u\u00e7arsan\u0131z yolunuzda neler var? Mevcut irtifan\u0131z direkt u\u00e7tu\u011funuz takdirde arazi klerans\u0131 i\u00e7in yeterli mi? Kleranstan emin de\u011filseniz direkt u\u00e7maman\u0131n sonucundan da emin olamazs\u0131n\u0131z. Ekibiniz her zaman ATC onlar\u0131 nereye g\u00f6nderirse kontrol\u00f6r\u00fc kar\u015f\u0131l\u0131kl\u0131 teyit etmeden gider mi?<\/p>\n<p>G\u00fcney Amerika\u2019dan bir ba\u015fka \u00f6rnek de \u015f\u00f6yledir:<br \/>\nBir havayolunun u\u00e7u\u015f ekibine \u201cCleared as filed, cleared to 17.000 ft.\u201d yani \u201cplanland\u0131\u011f\u0131 gibi serbestsiniz, 17.000 ft. serbest\u201d ifadesi ile m\u00fcsaade (klerans) verilmi\u015ftir. Bu klerans\u0131n manas\u0131 nedir? U\u00e7ak bir jet havayoluna oturmu\u015f planland\u0131\u011f\u0131 gibi seyir seviyesi 350\u2019da u\u00e7maktayd\u0131. Radar temas\u0131 yoktu ve gece operasyonu idi. Bu kleransa dayanarak hemen 17.000 feet\u2019e al\u00e7almaya ba\u015flar m\u0131yd\u0131n\u0131z?<\/p>\n<p>Yol boyu haritalar\u0131 incelendi\u011finde MEA\u2019n\u0131n (minimum enroute altitude) yolun bu b\u00f6l\u00fcm\u00fcnde FL240 oldu\u011fu g\u00f6r\u00fclmektedir. Yol boyunda 90 NM sonraki kontrol noktas\u0131n\u0131 (waypoint) ge\u00e7ince MEA 17.000 feet\u2019e d\u00fc\u015fmektedir. Kontrol\u00f6r\u00fcn talimat\u0131 \u015f\u00f6yle olmal\u0131yd\u0131 \u201cContinue on flight plan route, at the appropriate waypoint you are cleared to descend to 17000 feet.\u201d yani \u201cU\u00e7u\u015f plan\u0131 rotan\u0131zda devam edin, uygun yol kontrol noktas\u0131ndan sonra 17.000 feet\u2019e al\u00e7almaya serbestsiniz\u201d Ayr\u0131ca bu al\u00e7almay\u0131 lokal altimetre de\u011ferini almadan yapar m\u0131yd\u0131n\u0131z?<\/p>\n<p>Bir ba\u015fka \u00f6rnekte; u\u00e7ak radar vekt\u00f6r\u00fc ile bir ILS yakla\u015fmas\u0131 i\u00e7in lokalayz\u0131r kursuna y\u00f6nlendirilmi\u015ftir. M\u00fcrettebat yanl\u0131\u015f lokalayz\u0131r frekans\u0131n\u0131 kulland\u0131\u011f\u0131 i\u00e7in araziye \u00e7arpana dek vekt\u00f6re edilen u\u00e7u\u015f ba\u015f\u0131nda kalm\u0131\u015ft\u0131r.<\/p>\n<p>Bunlar d\u00fcnyadaki g\u00fcnl\u00fck u\u00e7u\u015f operasyonlar\u0131ndaki y\u00fczlerce \u00f6rnekten sadece birka\u00e7\u0131d\u0131r. \u0130ngilizce\u2019nin birinci dil olmad\u0131\u011f\u0131 pilot ve\/veya kontrol\u00f6rlerin oldu\u011fu \u00fclkelerde bir\u00e7ok yanl\u0131\u015f ileti\u015fim meydana gelebilir.<\/p>\n<p>4. Altimetre hatalar\u0131<\/p>\n<p>Altimetre hatalar\u0131 da pek \u00e7ok CFIT tipi kazaya neden olmu\u015ftur. Operasyon alan\u0131n\u0131za, altimetre tiplerine ve kar\u015f\u0131la\u015ft\u0131\u011f\u0131n\u0131z bas\u0131n\u00e7 de\u011fi\u015fimlerine ba\u011fl\u0131 olarak ortaya \u00e7\u0131kabilecek \u00e7e\u015fitli altimetre hatalar\u0131 vard\u0131r.<\/p>\n<p>Tespit edilen bir problem, altimetre ayarlar\u0131n\u0131 belirlemek i\u00e7in kullan\u0131lan \u00f6l\u00e7\u00fcmd\u00fcr. \u00d6rne\u011fin Kuzey Amerika&#8217;da altimetreler &#8220;Inches of Mercury (In)&#8221; olarak belirlenir ve &#8220;Inches of Mercury (In)&#8221; cinsinden verilir. D\u00fcnyan\u0131n bir\u00e7ok b\u00f6lgesinde, altimetreler &#8220;milibar (mb) veya Hektopaskal (hPa)&#8221; cinsinden kalibre edilir. Rusya, \u00c7in ve Mo\u011folistan&#8217;da, altimetreler &#8220;milimetre (MM) c\u0131va&#8221; olarak verilir. Bat\u0131&#8217;daki klasik altimetreler MM ayar\u0131n\u0131 kullanamaz ve altimetrik bas\u0131n\u00e7 de\u011feri Mb \/ hPa ayar\u0131 olarak al\u0131nmal\u0131d\u0131r.<\/p>\n<p>\u00d6rne\u011fin Avrupa&#8217;da u\u00e7an Kuzey Amerikal\u0131 pilota, altimetre de\u011feri Mb (milibar) veya hPa (hektopaskal) cinsinden verilir ve pilot bu altimetrik bas\u0131n\u00e7 de\u011ferini altimetresinde uygun \u015fekilde ayarlamak zorundad\u0131r ki u\u00e7a\u011f\u0131n\u0131n altimetresinin standart konumu Avrupa\u2019dakilerden farkl\u0131d\u0131r. ATC taraf\u0131ndan verilen altimetre de\u011feri 995 Mb hatal\u0131 bir \u015fekilde selekt\u00f6r\u00fcne 29.95 olarak girilir ki yap\u0131lan en fazla hatad\u0131r. Bu hata altimetrede birka\u00e7 y\u00fcz feet\u2019lik hatal\u0131 okumaya sebep olur. B\u00f6ylece fark\u0131nda olmadan ve istemeden bir CFIT kazas\u0131 i\u00e7in gerekli hata yap\u0131lm\u0131\u015f olur.<\/p>\n<p>Ba\u015fka bir altimetre sorunu, Rusya, Mo\u011folistan ve \u00c7in&#8217;in bir b\u00f6l\u00fcm\u00fcnde g\u00f6r\u00fcl\u00fcr. Bu b\u00f6lgelerde u\u00e7u\u015f irtifalar\u0131n\u0131 belirlemek i\u00e7in \u201cmetre\u201d kullan\u0131l\u0131r. Bat\u0131da ise \u201cIn veya Mb\/hPa\u201d de\u011ferleri ile belirlenmi\u015f irtifalarda \u201cfeet\u201d kullan\u0131larak u\u00e7u\u015f seviyeleri belirlenir. Bu b\u00f6lgelerde u\u00e7arken bat\u0131l\u0131 u\u00e7u\u015f ekipleri de kendi altimetrelerini uygun y\u00fckseklikte u\u00e7mak i\u00e7in metre cinsinden ayarlamal\u0131d\u0131r. Bu b\u00f6lgeler, ge\u00e7i\u015f seviyesinin (TL &#8211; transition level) alt\u0131nda &#8220;QFE&#8221; altimetre ayar\u0131 olarak da bilinen de\u011feri kullanmaktad\u0131r. QFE Altimetre de\u011feri ise, ortalama deniz seviyesinin veya &#8220;QNH&#8221; nin \u00fczerindeki y\u00fckseklikten ziyade yerden olan y\u00fcksekli\u011fi \u00f6l\u00e7er. Bu b\u00f6lgede u\u00e7an bat\u0131l\u0131 u\u00e7aklar emniyetli irtifalarda u\u00e7mak i\u00e7in ya lokal QFE de\u011ferini kullanmal\u0131 ya da bu de\u011feri QNH de\u011ferine \u00e7evirmelidirler. U\u00e7u\u015f ekibi altimetrede yanl\u0131\u015fl\u0131kla QFE de\u011feri kullanarak QNH irtifalar\u0131nda u\u00e7maya kalkarsa deniz seviyesine nazaran daha al\u00e7ak bir yakla\u015fma yapacakt\u0131r. \u00d6rne\u011fin bir ekip Rusya\u2019daki deniz seviyesine g\u00f6re 1000 feet (MSL \/ASL) irtifadaki bir piste, bas\u0131l\u0131 QNH irtifalar\u0131n\u0131 kullanarak yakla\u015fma i\u00e7in QFE de\u011feri kullan\u0131rsa, yakla\u015fman\u0131n 1000 feet alt\u0131nda kalacakt\u0131r!<\/p>\n<p>D\u00fcnyan\u0131n de\u011fi\u015fik b\u00f6lgelerindeki ge\u00e7i\u015f irtifalar\u0131 (TA) ve ge\u00e7i\u015f seviyeleri (TL) farkl\u0131l\u0131klar\u0131 da bir ba\u015fka altimetre hatas\u0131na neden olabilmektedir. Ge\u00e7i\u015f irtifas\u0131 (TA) t\u0131rman\u0131\u015f s\u0131ras\u0131nda u\u00e7u\u015f ekibinin \u201cQNE\u201d de\u011ferine veya normal rota standart bas\u0131nc\u0131na (29,92 In\/1013 Mb) ge\u00e7mesi gereken noktad\u0131r. ABD veya Kanada\u2019da TA v TL normalde ayn\u0131 irtifad\u0131r; (18.000 feet MSL veya FL180). D\u00fcnyan\u0131n bir\u00e7ok meydan\u0131nda ge\u00e7i\u015f y\u00fckseklikleri hem \u00fclkeye hem de hava alan\u0131na g\u00f6re de\u011fi\u015fir. TA bir yerde 5000 feet iken ba\u015fka bir yerde 9000 feet olabilmektedir. U\u00e7u\u015f ekibinin ayr\u0131l\u0131\u015f prosed\u00fcrleri ile i\u015fba oldu\u011fu durumlarda yer seviyesine yak\u0131n olarak tespit edilmi\u015f \u201cge\u00e7i\u015f irtifalar\u0131\u201d kolayl\u0131kla ka\u00e7\u0131r\u0131labilmektedir. U\u00e7u\u015f ekipleri al\u00e7al\u0131\u015fta en ge\u00e7 ge\u00e7i\u015f seviyesi (TL) ge\u00e7ilirken, lokal altimetre ayar\u0131n\u0131 yapm\u0131\u015f olmal\u0131d\u0131rlar. \u00c7o\u011fu \u00fclke altimetre ayarlar\u0131n\u0131n yap\u0131laca\u011f\u0131 500-1000 feet\u2019lik bir ge\u00e7i\u015f katman\u0131na sahiptir. Yakla\u015fmalar s\u0131ras\u0131nda dikkat da\u011f\u0131t\u0131c\u0131 unsurlar veya acelecilik nedeniyle ekip uygun lokal altimetre (QNH) yerine QNE standart altimetrik bas\u0131nc\u0131 kullanarak yakla\u015f\u0131r. Bu da CFIT tipi kazalar\u0131n bir ba\u015fka eleman\u0131d\u0131r.<\/p>\n<p>Yakla\u015fmakta oldu\u011funuz meydandaki s\u0131cakl\u0131k \u00f6nemli miktarda standard\u0131n alt\u0131na d\u00fc\u015ferse bir ba\u015fka altimetre hatas\u0131 meydana gelebilir. Hava s\u0131cakl\u0131\u011f\u0131 d\u00fc\u015ft\u00fck\u00e7e hava s\u0131k\u0131\u015f\u0131r ve bu nedenle yay\u0131nlanm\u0131\u015f irtifa sizi emniyetli bir irtifa klerans\u0131n\u0131n \u00e7ok alt\u0131nda u\u00e7urabilir. Bu gibi durumlarda \u201cCold Temperature Adjustment Chart\u201dlar\u0131 kullanarak planlanan yakla\u015fman\u0131n ba\u015f\u0131nda, ortas\u0131nda ve son safhas\u0131ndaki bas\u0131l\u0131 irtifalar\u0131 d\u00fczeltmelisiniz. \u00d6rne\u011fin yakla\u015fma ba\u015flang\u0131\u00e7 irtifas\u0131 pistten 5000 feet yukar\u0131da bir noktaya u\u00e7arken ve -55 C derece s\u0131cakl\u0131k rapor edilmi\u015fse bas\u0131l\u0131 ilk yakla\u015fma irtifas\u0131na d\u00fczeltme fakt\u00f6r\u00fc 1500 feet\u2019a kadar \u00e7\u0131kabilir.<\/p>\n<p>CFIT kazalar\u0131n\u0131 azaltmak i\u00e7in neler yap\u0131labilir?<\/p>\n<p>CFIT kazalar\u0131 ile m\u00fccadele etmek maksad\u0131yla y\u0131llard\u0131r bir\u00e7ok farkl\u0131 \u00e7al\u0131\u015fma yap\u0131ld\u0131, e\u011fitimler verildi ve kitaplar yaz\u0131ld\u0131. Hi\u00e7biri soruna kesin ve s\u00fcrekli bir \u00e7\u00f6z\u00fcm getiremedi!<\/p>\n<p>CFIT kazalar\u0131, tamamen u\u00e7u\u015f ekibinin kontrol\u00fc alt\u0131ndaki elveri\u015fli bir u\u00e7a\u011f\u0131n yanl\u0131\u015fl\u0131kla araziye, suya veya bir engele \u00e7arpmas\u0131 \u015feklinde olu\u015fur.<\/p>\n<p>Arazi fark\u0131ndal\u0131\u011f\u0131, a\u015fa\u011f\u0131daki hususlar\u0131n kombine fark\u0131ndal\u0131\u011f\u0131 olarak tan\u0131mlan\u0131r:<br \/>\nU\u00e7a\u011f\u0131n pozisyonu.<br \/>\nU\u00e7a\u011f\u0131n irtifas\u0131.<br \/>\nMinimum Emniyetli \u0130rtifa (MSA).<br \/>\nArazi konumu ve \u00f6zellikleri.<br \/>\n\u0130nsan kaynakl\u0131 engeller gibi di\u011fer tehditler.<\/p>\n<p>Araziye yakla\u015fmada y\u00fcksek varyoyu \u00f6nlemek i\u00e7in al\u00e7ald\u0131k\u00e7a limitlemek iyi bir uygulama olacakt\u0131r. CFIT kaza olas\u0131l\u0131\u011f\u0131n\u0131 azaltmak i\u00e7in d\u00fc\u015f\u00fck irtifalarda al\u00e7alma oranlar\u0131 \u015fu \u015fekilde s\u0131n\u0131rland\u0131r\u0131lmas\u0131 tavsiye edilir:<br \/>\n5000 feet AGL \u00fczerinde varyo maksimum -5000 fpm<br \/>\n4000-5000 feet AGL aras\u0131nda varyo maksimum -4000 fpm<br \/>\n3000-4000 feet AGL aras\u0131ndam varyo maksimum -3000 fpm<br \/>\n3000-2000 feet AGL aras\u0131nda varyo maksimum -2000 fpm<br \/>\n2000-1000 feet AGL aras\u0131nda varyo maksimum -1000 fpm<br \/>\n1000 feet AGL alt\u0131nda varyo -1000 fpm alt\u0131nda<\/p>\n<p>Derin yakla\u015fma prosed\u00fcrleri aksini gerektiriyorsa, ini\u015f ve yakla\u015fma brifinginde planlanan al\u00e7alma oran\u0131 da (rate of descent) dahil edilmelidir.<br \/>\nSon yakla\u015fma segmentinde, PF ve PM \/ PNF&#8217;nin \u00f6ncelikle dikkatini, MDA (H) veya DA (H) &#8216;ye ula\u015fmadan \u00f6nce gerekli y\u00fckseklik s\u0131n\u0131rlamas\u0131 veya y\u00fckseklik \/ mesafe kontrollerine y\u00f6neltilmelidir.<br \/>\nU\u00e7u\u015f ekibinin arazi fark\u0131ndal\u0131\u011f\u0131n\u0131 art\u0131rmak i\u00e7in, radyo altimetre 2,500 ft AGL\u2019de \u00e7al\u0131\u015fmaya ba\u015flad\u0131\u011f\u0131nda u\u00e7u\u015f ekibi taraf\u0131ndan \u201ccallout\u201d yap\u0131lmal\u0131d\u0131r.<br \/>\nRadyo altimetre, yakla\u015fman\u0131n geri kalan k\u0131sm\u0131nda \u00e7apraz kontrole dahil edilmelidir.<br \/>\nMinimum engel klerans (MOC) de\u011ferlerinin alt\u0131ndaki radyo altimetre de\u011ferleri, u\u00e7u\u015f ekibini uyarmal\u0131d\u0131r (\u00f6r. 1.000 ft, 500 ft, vb.)<br \/>\nU\u00e7u\u015f ekibi, \u00f6ng\u00f6r\u00fclen herhangi bir radyo altimetre g\u00f6stergesine veya u\u00e7ak al\u00e7alma oran\u0131 ile tutarl\u0131 olmayan ard\u0131\u015f\u0131k radyo altimetre g\u00f6stergelerine uygun \u015fekilde yan\u0131t vermek i\u00e7in uyan\u0131k olmal\u0131d\u0131r.<\/p>\n<p>Hassas olmayan yakla\u015fma prosed\u00fcrlerinde dikey profilin (s\u00fcz\u00fcl\u00fc\u015f hatt\u0131n\u0131n) muhafaza edilmesi:<\/p>\n<p>\u00c7al\u0131\u015fmalar, kontroll\u00fc u\u00e7u\u015fta yere \u00e7arpma yani CFIT riskinin hassas olmayan yakla\u015fmalarda y\u00fcksek oldu\u011funu g\u00f6stermi\u015ftir.<\/p>\n<p>Hassas olmayan yakla\u015fma prosed\u00fcrleri asl\u0131nda g\u00fcvensiz yakla\u015fmalar de\u011filken, yakla\u015fmada geleneksel \u201cstep-down\u201d yani ad\u0131m ad\u0131m al\u00e7alma tekni\u011finin kullan\u0131lmas\u0131 hataya daha \u00e7ok e\u011filimlidir ve bu nedenle de pek tavsiye edilmez.<\/p>\n<p>\u0130\u015fletmeler, hassas olmayan yakla\u015fma prosed\u00fcrlerinde, \u00f6zellikle s\u00fcz\u00fcl\u00fc\u015f hatt\u0131n\u0131n kontrol\u00fc ile ilgili e\u011fitim ve standardizasyonun \u00fczerinde hassasiyetle durarak bu riski azaltmal\u0131d\u0131r.<\/p>\n<p>\u0130\u015fletmeler, tipik olarak, hassas olmayan yakla\u015fmalarda \u201cs\u00fcz\u00fcl\u00fc\u015f hatt\u0131n\u0131n kontrol\u00fc\u201d i\u00e7in 3 tekni\u011fin herhangi birini kullanmaktad\u0131r. Bu tekniklerden, \u201cKesintisiz Al\u00e7alma ile Son Yakla\u015fma\u201d (CDFA) \u201ccontinuous descent final approach\u201d tekni\u011fi tercih edilir. U\u00e7u\u015f ekipleri, pilot i\u015f y\u00fck\u00fcn\u00fc azaltmak, yakla\u015fmay\u0131 g\u00fcvenli hale getirmek ve yakla\u015fmada hata olas\u0131l\u0131\u011f\u0131n\u0131 azaltmak i\u00e7in m\u00fcmk\u00fcn oldu\u011funda CDFA tekni\u011fini kullanmal\u0131d\u0131r.<\/p>\n<p>Baz\u0131 havac\u0131l\u0131k d\u00f6k\u00fcmanlar\u0131 hizmeti veren \u015firketlerin yay\u0131nlad\u0131klar\u0131 \u201caletli al\u00e7alma kartlar\u0131nda\u201d, kesintisiz al\u00e7alma ile son yakla\u015fman\u0131n (CDFA) optimum \u015fekilde u\u00e7ulabilmesi i\u00e7in fiksler veya kontrol noktalar\u0131 (fixes\/waypoints) \u00fczerinde olunabilecek \u201cminimum irtifalar\u201d bas\u0131lm\u0131\u015ft\u0131r.<br \/>\nKaynak: ICAO Doc 8168 V1 Flight Procedures, 1.7 VERTICAL PATH CONTROL ON NON-PRECISION APPROACH PROCEDURES<\/p>\n<p>Bir \u00e7ok profesyonel u\u00e7u\u015f birimi, araziye kontroll\u00fc u\u00e7u\u015f kazalar\u0131 (CFIT) ve buna sebep olan oryantasyon bozulmalar\u0131yla ilgili \u00e7al\u0131\u015fmalar yapmakta ve bunlar\u0131 \u00f6ncelikli e\u011fitim konusu olarak de\u011ferlendirmektedir. CFIT araziye kontroll\u00fc u\u00e7u\u015f kazalar\u0131; m\u00fcrettebat\u0131n oryantasyonu kaybetti\u011fi ve hava arac\u0131n\u0131n arazi veya su \u00fczerine do\u011fru yol ald\u0131\u011f\u0131 durumlarda ger\u00e7ekle\u015fir. Bu durum, u\u00e7u\u015f ekibinin haritalar\u0131 hatal\u0131 yorumlamas\u0131, ATC\u2019nin yanl\u0131\u015f y\u00f6nlendirmesi veya yanl\u0131\u015f anlama gibi sebeplerden kaynaklanabilir. Araziye kontroll\u00fc u\u00e7u\u015f kazalar\u0131, 5\u2019i b\u00fcy\u00fck ticari jet u\u00e7a\u011f\u0131 olmak \u00fczere her y\u0131l ortalama 30 u\u00e7a\u011f\u0131n ba\u015f\u0131na gelmektedir.<\/p>\n<p>1987-1996 y\u0131llar\u0131 aras\u0131ndaki 10 y\u0131ll\u0131k bir d\u00f6nemde t\u00fcm d\u00fcnyadaki hava yollar\u0131ndaki \u00f6l\u00fcml\u00fc kazalar i\u00e7inde CFIT kazalar\u0131 en y\u00fcksek orandad\u0131r.<\/p>\n<p>G\u00f6rsel yan\u0131lmalar\u0131n u\u00e7u\u015f ekibinin alg\u0131s\u0131 ve eylemlerine etkisine bir \u00f6rnek;<br \/>\nDurum : Sise girme<br \/>\nAlg\u0131lama : U\u00e7ak burnun yukar\u0131 kalkt\u0131\u011f\u0131 hissi<br \/>\n\u0130stenmeyen Hareket : Burnu a\u015fa\u011f\u0131 bast\u0131rma<br \/>\nSonu\u00e7 : Derin S\u00fcz\u00fcl\u00fc\u015f hatt\u0131 \/ CFIT kazas\u0131<\/p>\n<p>Genel olarak, CFIT t\u00fcr\u00fc bir sorundan sonra geli\u015fen iki farkl\u0131 \u00e7\u00f6z\u00fcm seti mevcuttur. Bir grup genellikle u\u00e7ak \u00fcreticilerine \u00f6nleyici sistemler tavsiye ederken, di\u011fer grup u\u00e7u\u015f ekiplerinin \u00f6zellikle CFIT olaylar\u0131n\u0131n y\u00fcksek riskli oldu\u011fu b\u00f6lgelerde durumsal fark\u0131ndal\u0131klar\u0131n\u0131 muhafaza edebilecekleri daha iyi e\u011fitimleri tavsiye etmektedir. Ger\u00e7ek \u015fu ki hi\u00e7bir yakla\u015f\u0131m kendi kendine ba\u015far\u0131l\u0131 olamaz. \u015e\u00f6yle ki; y\u0131llard\u0131r hem iki hem \u00fc\u00e7 m\u00fcrettebatl\u0131 u\u00e7aklar CFIT kazalar\u0131 ya\u015famaktad\u0131r. Sonralar\u0131 u\u00e7aklar GPWS te\u00e7hizatlar\u0131 ile donat\u0131ld\u0131 ve herkes bunun CFIT kazalar\u0131na \u00e7\u00f6z\u00fcm olaca\u011f\u0131n\u0131 ifade etti. Fakat yan\u0131ld\u0131lar. GPWS sistemleri engelleri ve h\u0131zla y\u00fckselen araziyi te\u015fhis edemedi. American Airlines\u2019\u0131n u\u00e7a\u011f\u0131 Columbia, Cali\u2019de GPWS ile donat\u0131lm\u0131\u015ft\u0131 fakat sistem da\u011flar\u0131n zirvelerinden durumu kurtaracak kadar \u00f6nceden pilotlar\u0131 ikaz edemedi. CFIT kazalar\u0131 azalsa da devam etti.<\/p>\n<p>\u00d6nleyici sistemleri savunan gruptan g\u00fczel bir \u00f6neri geldi; sisteme EGPWS\u2019i dahil etmek. Bu sistem CFIT tehdidinden 60 saniye \u00f6nce pilotlar\u0131 ikaz edecekti. Sistemin database\u2019ine engeller ve kuleler gibi h\u0131zla y\u00fckselen arazileri de ikaz etmek maksad\u0131yla \u201clook ahead\u201d fonksiyonu eklendi. Sistem ayr\u0131ca hava (WX) veya arazi (terrain) modu a\u00e7\u0131k oldu\u011funda u\u00e7a\u011f\u0131n \u00f6n\u00fcndeki arazinin g\u00f6rsel g\u00f6r\u00fcnt\u00fcs\u00fcn\u00fc de ekranlara yans\u0131t\u0131yordu.<\/p>\n<p>CFIT kazalar\u0131 EGPWS\u2019e ra\u011fmen hala devam ediyor. Ni\u00e7in?<\/p>\n<p>Yeni u\u00e7ak sistemlerine ve te\u00e7hizatlar\u0131na harcanan para kadar pilotlar\u0131n yeterli e\u011fitimine harcanmam\u0131\u015ft\u0131r. Fakat bu CFIT kazalar\u0131n\u0131n \u00f6nlenmesi i\u00e7in \u00f6nemli koruma katmanlar\u0131n\u0131n sisteme dahil edilmedi\u011fi anlam\u0131na da gelmez. Ara\u015ft\u0131rmalara g\u00f6re k\u00fcll\u00ee kaza-k\u0131r\u0131mlar\u0131n %60-80\u2019inde insan fakt\u00f6r\u00fcn\u00fcn t\u00fcrevi hatalar mevcuttur, yine de e\u011fitim b\u00fct\u00e7elerinin %95\u2019i insan hatalar\u0131n\u0131n azalt\u0131lmas\u0131 yerine sim\u00fclat\u00f6r e\u011fitimlerine harcanmaktad\u0131r. Karar verme, Durumsal fark\u0131ndal\u0131k, \u0130leti\u015fim kazalar\u0131 ve SOP\u2019lerin uygun \u015fekilde uygulanmamas\u0131 CFIT kazalar\u0131n\u0131n \u00e7o\u011funlu\u011funun sebebidir.<\/p>\n<p>\u00c7\u00f6z\u00fcm; CFIT kazalar\u0131na dengeli bir yakla\u015f\u0131m ile olacakt\u0131r. \u0130\u015fletmeler u\u00e7aklar\u0131n\u0131 en son sistem arazi veya engel ka\u00e7\u0131nma sistemleri ile donatmakla kalmay\u0131p ayn\u0131 zamanda b\u00fct\u00e7eden pilotlar\u0131n prosed\u00fcrler, fark\u0131ndal\u0131klar, ilti\u015fim hatalar\u0131, uygun CRM tekniklerini kullanma, uygun altimetre ayar usulleri ve araziden ka\u00e7\u0131nma sistemlerinin kullan\u0131m\u0131 ile ilgili e\u011fitimlere de para harcamak i\u00e7in gayret g\u00f6stermeleri gereklidir.<\/p>\n<p>Pozisyon ve \u0130rtifa Fark\u0131ndal\u0131\u011f\u0131<\/p>\n<p>Her zaman \u015fu \u00fc\u00e7 soruyu sorarak durumsal fark\u0131ndal\u0131\u011f\u0131n\u0131z\u0131 koruyun:<br \/>\nNeredeyiz?<br \/>\nNereye gidiyoruz?<br \/>\nYolumuzda ne var?<\/p>\n<p>Neredeyiz?<br \/>\nKokpitteki herkes m\u00fcsaade edilen irtifada ve konumda hemfikir durumda m\u0131? Kokpit personeli pozisyonu do\u011frulamak i\u00e7in harita ve FMS bilgi bankas\u0131n\u0131 kullan\u0131yor mu? PNF yani izleyen pilot seyr\u00fcseferi takip ve kontrol ediyor mu? D\u00f6n\u00fc\u015fe veya al\u00e7almaya ba\u015flamadan \u00f6nce PNF\u2019in onay\u0131 al\u0131n\u0131yor mu? Modern u\u00e7aklarla u\u00e7an pilotlar her\u015feyin FMS \u201cdatabase\u201dinde oldu\u011funu art\u0131k haritalara ihtiya\u00e7lar\u0131n\u0131n olmad\u0131\u011f\u0131n\u0131 d\u00fc\u015f\u00fcnebilirler fakat bu \u201cdatabase\u201dde MEA, MOCA, Grid MORA, MSA irtifalar\u0131 veya k\u0131s\u0131tl\u0131\/yasakl\u0131 b\u00f6lgeler mevcut mu? T\u00fcm bunlar CFIT kaza olas\u0131l\u0131klalar\u0131n\u0131 art\u0131ran hususlard\u0131r.<\/p>\n<p>Nereye gidiyoruz?<br \/>\nDirekt rota verilmesi ile bulundu\u011fumuz pozisyondan m\u0131 kastediliyor yoksa plandaki yollardan m\u0131? FMS\u2019den do\u011fru \u201cwaypoint\u201d se\u00e7ildi mi, kontrol edildi mi? Verilen yeni rota aktif edilmeden kar\u015f\u0131l\u0131kl\u0131 teyit ediliyor mu?<\/p>\n<p>Yolumuzda ne var?<br \/>\nPist de\u011fi\u015fikli\u011fi i\u015fleri s\u0131k\u0131\u015ft\u0131r\u0131p aceleye sebep oluyor mu? \u201cShortcut\u201d yani kestirme rotaya vekt\u00f6r edildi\u011finiz b\u00f6lgede arazi y\u00fcksek mi? GPWS veya EGPWS sistemleriniz faal mi? Verilen yeni rotan\u0131n MEA, MOCA, Grid MORA, MSA irtifalar\u0131 nedir? Verilen yeni rotada hava nas\u0131l?<\/p>\n<p>M\u00fcmk\u00fcnse gece g\u00f6rerek yakla\u015fmay\u0131 kabul etmeyin. \u00c7\u00fcnk\u00fc kabul ettikten sonra arazi, engel ve di\u011fer trafiklerle ay\u0131r\u0131m sorumlulu\u011fu bunca i\u015f y\u00fck\u00fcn\u00fcn aras\u0131nda size kalmaktad\u0131r. \u00d6zellikle geceleri radar hizmetini ve bas\u0131l\u0131 yakla\u015fma prosed\u00fcrlerini gece g\u00f6rerek ko\u015fullar iyi bile olsa kullan\u0131n.<\/p>\n<p>U\u00e7u\u015f ekibi u\u00e7aktaki FMS, Yakla\u015fma kartlar\u0131, Haritalar ve g\u00f6stergeler gibi t\u00fcm kaynaklar\u0131 CFIT kazalar\u0131ndan ka\u00e7\u0131nmak i\u00e7in kullanmal\u0131d\u0131r.<\/p>\n<p>Do\u011fru \u0130leti\u015fim Usulleri<\/p>\n<p>Kokpit i\u00e7indeki ileti\u015fim dikkat da\u011f\u0131tmaktan \u00e7ok durumsal fark\u0131ndal\u0131\u011f\u0131 art\u0131rmal\u0131d\u0131r. Standart anons ve ikazlar (callouts) kullan\u0131lmal\u0131d\u0131r. Kullan\u0131lan dil kar\u0131\u015f\u0131kl\u0131\u011fa meydan vermemelidir. Ortak bir dil kullan\u0131lmal\u0131d\u0131r. Acil durumda ATC ile anadilinde (\u0130spanyolca) konu\u015fan kaptan sadece \u0130ngilizce bilen ikinci pilotun durumsal fark\u0131ndal\u0131\u011f\u0131n\u0131 azaltacakt\u0131r.<\/p>\n<p>Pilotlar konu\u015furken di\u011fer pilotlar\u0131n veya ATC\u2019nin de zaten bildi\u011fini farz ve kabul etti\u011fi k\u0131saltmalar ve m\u00fcphem (a\u00e7\u0131k ve net olmayan) ifadeler kullanmaktan m\u00fcmk\u00fcn oldu\u011funca ka\u00e7\u0131nmal\u0131d\u0131r. \u00d6rne\u011fin bir pilot \u201clevel off\u201d ifadesini kullan\u0131yorsa bunun anlam\u0131 nedir? U\u00e7a\u011f\u0131 \u015fimdi d\u00fcz u\u00e7u\u015fa ge\u00e7ir mi yoksa tahsis edilen irtifaya yakla\u015f\u0131yoruz mu ya da tahsis edilen irtifay\u0131 m\u0131 soruyor? Bir\u00e7ok i\u015fletmede u\u00e7u\u015f seviyeleri ile ilgili olarak anons ve ikazlar geli\u015ftirmi\u015f ve kullanmaktad\u0131r. \u00d6rne\u011fin \u201c1000 feet above\u201d, \u201c100 feet above\u201d, \u201clevel off\u201d, \u201c1000 feet to level off\u201d, 2000 feet to level off\u201d, \u201c1000 to go\u201d vb. PNF yani u\u00e7u\u015fu takip eden pilotlar t\u00fcm al\u00e7alma ve t\u0131rmanma manevralar\u0131n\u0131 takip ederek zaman\u0131nda uygun anons ve ikazlar\u0131 yapmaktan sorumludurlar. SOP\u2019lerine uygun olan \u201ccallout\u201dlar\u0131 u\u00e7an pilotu destekleyecek \u015fekilde a\u00e7\u0131k ve net bir \u015fekilde s\u00f6ylemelidirler.<\/p>\n<p>ATC taraf\u0131ndan verilen bir al\u00e7al\u0131\u015f veya t\u0131rman\u0131\u015f talimat\u0131nda \u201cread-back\u201d veya \u201chear-back\u201d denilen tekrar hatalar\u0131n\u0131 \u00f6nlemek veya yeni tahsis edilen irtifa ile ilgili bir kar\u0131\u015f\u0131kl\u0131\u011fa meydan vermemek i\u00e7in tavsiye edilen bir teknik de \u015fudur; PNF tahsis edilen yeni irtifay\u0131 MCP \u2018de (mode control panel) irtifa penceresine ba\u011flarken ATC\u2019ye terk edece\u011fi ve al\u00e7alaca\u011f\u0131\/t\u0131rmanaca\u011f\u0131 yeni irtifay\u0131 tekrar eder. Bu s\u0131rada ba\u011flad\u0131\u011f\u0131 irtifay\u0131 da bilgilendirmek ve teyit almak i\u00e7in PF\u2019e (pilot flying &#8211; u\u00e7an\/kumandalardaki pilota) parma\u011f\u0131 ile i\u015faret eder. Her iki pilot ta tahsis edilen yeni irtifay\u0131 kar\u015f\u0131l\u0131kl\u0131 teyit edip \u201cFL170\/Checked\u201d gibi onaylad\u0131ktan sonra al\u00e7alma veya t\u0131rmanma i\u015flemi aktif edilerek manevraya ba\u015flan\u0131r. Bu tekni\u011fin ad\u0131 \u201cpoint and shoot\u201d olarak ifade edilmektedir. Kullan\u0131lan herhangi bir metodun esas\u0131 \u015fu olmal\u0131d\u0131r; her durumda, her iki pilot ta verilen talimat\u0131 duymu\u015f, anlam\u0131\u015f ve kar\u015f\u0131l\u0131kl\u0131 teyit etmi\u015f olarak de\u011fi\u015fikli\u011fe ba\u015flanmal\u0131d\u0131r. Bu basit mant\u0131k sizlere olduk\u00e7a y\u00fcksek bir emniyet standard\u0131 sa\u011flayacakt\u0131r. Yap\u0131lan en s\u0131k hatalardan biri de ATC\u2019nin her zaman verdi\u011fi, al\u0131\u015f\u0131k oldu\u011funuz irtifalar\u0131 verece\u011fi beklentisidir ki bir\u00e7ok kazan\u0131n veya \u201clevel bust\u201d denilen irtifa sapmalar\u0131n\u0131n sebebidir. Kritik hatalar yapmamak i\u00e7in hem ATC hem de u\u00e7u\u015f ekibi havac\u0131l\u0131k konu\u015fma kal\u0131plar\u0131n\u0131 (frezyoloji) hem yerinde hem de uygun \u015fekilde kullanmal\u0131d\u0131r. \u201cRead-back\u201d denilen talimat tekrar\u0131 mutlaka ayn\u0131 s\u0131ra ile yap\u0131lmal\u0131d\u0131r. ABD meydanlar\u0131 gibi yo\u011fun trafi\u011fe sahip b\u00f6lgelerde pilotlar\u0131n yapt\u0131\u011f\u0131 read back\u2019ler yanl\u0131\u015f bile olsa ATC\u2019nin \u00e7o\u011fu zaman d\u00fczeltmede bulunmad\u0131\u011f\u0131 s\u0131kl\u0131kla ya\u015fanan bir durumdur.<\/p>\n<p>Altimetre Prosed\u00fcrleri<\/p>\n<p>U\u00e7u\u015fta altimetre hatalar\u0131ndan nas\u0131l ka\u00e7\u0131nabiliriz?<\/p>\n<p>Ba\u015flang\u0131\u00e7 olarak, u\u00e7u\u015f yapaca\u011f\u0131n\u0131z \u00fclkelerin AIS yay\u0131nlar\u0131n\u0131, rotalar\u0131n\u0131, haritalar\u0131n\u0131, yakla\u015fmalar\u0131n\u0131, ayr\u0131l\u0131\u015flar\u0131n\u0131 (STAR-SID) detayl\u0131 olarak g\u00f6zden ge\u00e7irmek iyi bir y\u00f6ntemdir. Bu yay\u0131nlarda \u00f6zellikle standartlardan farkl\u0131 altimetre ayar usullerine \u00f6zellikle dikkat edilmesi zaruridir (zorunlu). Kullan\u0131lan altimetrik bas\u0131nc\u0131n birimi (In, hPa, MM), kullan\u0131lan feet veya metre irtifalar\u0131, TL ve TA seviyeleri ve QNH\/QFE kullan\u0131m\u0131 \u00f6nem arzetmektedir. \u00c7\u00fcnk\u00fc bu bilgilere ba\u011fl\u0131 olarak feet-metre d\u00f6n\u00fc\u015f\u00fcm tablolar\u0131, QNH-QFE d\u00f6n\u00fc\u015f\u00fcm \u00e7izelgelerini kullan\u0131labilecek \u015fekilde al\u00e7almada haz\u0131rl\u0131k yapman\u0131z gerekecektir. \u00d6rne\u011fin Gulfstream III (G III) gibi baz\u0131 u\u00e7aklar\u0131n altimetrelerini metre olarak okumak i\u00e7in de\u011fi\u015ftiremezsiniz. Kokpitlerde Rusya ve \u00c7in hava sahalar\u0131nda kullan\u0131lmak \u00fczere feet-metre tablolar\u0131n\u0131 ka\u011f\u0131t \u00e7eklistler \u015feklinde kolay kullan\u0131labilir \u015fekilde bulundurmak \u00e7ok yayg\u0131n bir uygulamad\u0131r. Bu gibi durumlarda Rusya\u2019ya u\u00e7arken verilecek 11.000 metreye al\u00e7al\u0131n talimat\u0131nda ne yapac\u0131\u011f\u0131n\u0131z\u0131 planlamak zorundas\u0131n\u0131z. Havac\u0131l\u0131k haritalar\u0131 bu t\u00fcr tablolar\u0131 sa\u011flamakla beraber, \u00f6nceden haz\u0131rl\u0131kl\u0131 olmak acele ile adaptasyon ihtiyac\u0131n\u0131 ve hata yapma ihtimalini azaltacakt\u0131r.<\/p>\n<p>Kalk\u0131\u015ftan \u00f6nce haz\u0131rlanman\u0131n bir di\u011fer avantaj\u0131 da; u\u00e7u\u015f ekibini zihni olarak kar\u015f\u0131la\u015f\u0131lacak altimetrik birime, ba\u011flanacak pencere ve kullan\u0131lacak d\u00fc\u011fmelere a\u015fina k\u0131lmakt\u0131r. Ayr\u0131ca al\u0131\u015f\u0131lm\u0131\u015f\u0131n d\u0131\u015f\u0131ndaki ge\u00e7i\u015f irtifa ve seviyelerine (TA-TL) dikkat \u00e7ekilerek CFIT kazalar\u0131nda \u00f6nemli paya sahip seviye-irtifa hatalar\u0131na da \u00f6nlem al\u0131nm\u0131\u015f olur.<\/p>\n<p>U\u00e7u\u015f boyunca m\u00fcrettebat, kokpitte altimetre farkl\u0131l\u0131klar\u0131n\u0131 hesap etmek i\u00e7in u\u011fra\u015f\u0131rken acele etmekten, acele ettirilmekten veya aceleye zorlanmaktan ayr\u0131ca gere\u011finden fazla kokpit i\u00e7inde kalmaktan (heads down) \u00f6zellikle 10.000 feet AGL ve alt\u0131nda kesinlikle ka\u00e7\u0131nmal\u0131d\u0131r. Dikkat da\u011f\u0131t\u0131c\u0131 bu unsurlar bir\u00e7ok farkl\u0131 CFIT kazas\u0131 ile direkt olarak ilgilidir. \u00d6zellikle m\u00fcrettebat normalden farkl\u0131 hava sahalar\u0131nda \u00e7al\u0131\u015f\u0131yorsa hep birlikte uygulanacak altimetre usullerinde, d\u00fczeltme fakt\u00f6rlerinde \u00f6nceden mutab\u0131k kalmal\u0131d\u0131r.<\/p>\n<p>CFIT kazalar\u0131ndan kurtulma usulleri<\/p>\n<p>CFIT kazalar\u0131n\u0131n nedenlerinden birisi de u\u00e7u\u015f ekibinin araziden ka\u00e7\u0131nma manevras\u0131n\u0131 uygulamada gecikmesi veya yanl\u0131\u015f uygulamas\u0131d\u0131r. Bir\u00e7ok CFIT tipi kaza olay\u0131 u\u00e7aklar\u0131n da\u011flardan ka\u00e7\u0131nmak i\u00e7in t\u0131rman\u0131\u015fta iken tepenin veya da\u011f\u0131n zirvesine yak\u0131n yerlere \u00e7arpmas\u0131 ile sonu\u00e7lanm\u0131\u015ft\u0131r.<\/p>\n<p>Uygun usuller neler?<\/p>\n<p>D\u0130KKAT: Daima AFM (aircraft flight manuel), \u015firket prosed\u00fcrleri veya di\u011fer bas\u0131l\u0131 prosed\u00fcrlerde tarif edilen \u00f6zel ka\u00e7\u0131nma usullerini uygulay\u0131n.<\/p>\n<p>GPWS veya EGPWS sistemleri ka\u00e7\u0131nma manevras\u0131 i\u00e7in ikaz vermeye ba\u015flay\u0131nca tereddd\u00fct etmeden kitaplar\u0131n\u0131zda yazan usulle manevraya ba\u015flay\u0131n. U\u00e7ak tipinde veya \u015firket usullerinde farkl\u0131l\u0131klar olmakla beraber genel olarak yap\u0131lacaklar hemen hemen ayn\u0131d\u0131r;<\/p>\n<p>\u0130lk olarak otomasyonu devre d\u0131\u015f\u0131 b\u0131rakmal\u0131s\u0131n\u0131z. Otopilot ve otomatik gaz kollar\u0131 PF taraf\u0131ndan PNF\u2019in de teyit etmesiyle devreden \u00e7\u0131kart\u0131lmal\u0131d\u0131r. \u00c7\u00fcnk\u00fc bundan sonraki manevran\u0131n kontrol\u00fc tamamen sizde olmal\u0131d\u0131r ki gerekti\u011finde u\u00e7a\u011f\u0131n\u0131z\u0131n t\u00fcm limitlerini kullanarak ka\u00e7\u0131nma manevras\u0131n\u0131 yapabilesiniz.<\/p>\n<p>Sonraki hareket tarz\u0131 ise e\u015fzamanl\u0131 olarak PF\u2019in gaz kollar\u0131n\u0131 maksimum g\u00fcce a\u00e7mas\u0131 ve u\u00e7ak ba\u015f\u0131n\u0131 manuel olarak \u201cpitch\u201d limite kadar kald\u0131rmas\u0131 ile devam etmelidir ki bu da yakla\u015f\u0131k 17-20 derecelik bir ba\u015f yukar\u0131da pozisyonudur. Elbette bu dereceler u\u00e7ak tipine g\u00f6re de\u011fi\u015febilir. U\u00e7a\u011f\u0131n\u0131z\u0131n FCOM\u2019unu incelemeniz gerekir. U\u00e7aklar\u0131 \u00e7o\u011funda \u201cEEC\u201d tabir edilen elektronik motor kontrol sistemleri ani gaz a\u00e7malarda gaz kollar\u0131n\u0131n limitlerin \u00f6tesine a\u00e7\u0131lmas\u0131n\u0131 engeller. Bu nedenle gaz kollar\u0131n\u0131 kalk\u0131\u015ftaki TOGA modu gibi otomatik modlarda kullanmak ka\u00e7\u0131nma manevras\u0131 i\u00e7in yeterli g\u00fcc\u00fc vermeyebilir ki bu da ka\u00e7\u0131nma manevras\u0131nda yeterli g\u00fc\u00e7 kullan\u0131lamamas\u0131na ve CFIT kazalar\u0131na neden olur. Bu ko\u015fullarda araziye \u00e7arpma ka\u00e7\u0131n\u0131lmaz ve b\u00fcy\u00fck tehlike olarak de\u011ferlendirilir ve \u00e7o\u011fu AFM gerekirse u\u00e7ak stol s\u00fcratine yakla\u015fana kadar ba\u015f\u0131 kald\u0131rmay\u0131 ve gaz kollar\u0131n\u0131 gerekirse limitlerin \u00fczerinde kullanmay\u0131 tavsiye eder.<\/p>\n<p>Ka\u00e7\u0131nma manevralar\u0131 s\u0131ras\u0131nda en \u00e7ok yap\u0131lan hatalardan biri de \u201cdrag\u201d yani geri s\u00fcr\u00fcklenme yaratan u\u00e7u\u015f kontrol y\u00fczeylerinin toplanmamas\u0131d\u0131r. PF m\u00fcmk\u00fcn olur olmaz ka\u00e7\u0131nma manevras\u0131 s\u0131ras\u0131nda manuel olarak \u201cspoiler\u201d veya \u201cspeed brake\u201d kumandalar\u0131n\u0131 kapatmal\u0131d\u0131r. PNF de takip ederek kapand\u0131klar\u0131n\u0131 teyit etmelidir. Bu kumandalar genelde otomatik u\u00e7u\u015flarda TOGA ile beraber kendili\u011finden kapanmas\u0131na ra\u011fmen manuel ka\u00e7\u0131nma manevralar\u0131nda yine manuel olarak kapat\u0131lmal\u0131d\u0131r. Aksi durumda kurtarma-ka\u00e7\u0131nma manevras\u0131n\u0131n t\u0131rman\u0131\u015f kabiliyeti olduk\u00e7a azalacakt\u0131r. Daha \u00f6nce bahsedilen \u201cCali\u201d kazas\u0131nda kaptan TOGA tu\u015funa basm\u0131\u015f fakat spoiler\u2019lar toplanmad\u0131\u011f\u0131 i\u00e7in t\u0131rman\u0131\u015f performans\u0131 azalm\u0131\u015ft\u0131r.<\/p>\n<p>U\u00e7a\u011f\u0131n yere \u00e7arpma tehlikesinden uzakla\u015ft\u0131\u011f\u0131ndan t\u00fcm u\u00e7u\u015f ekibi emin olmad\u0131k\u00e7a ka\u00e7\u0131nma manevras\u0131n\u0131 bitirmeyin. Ka\u00e7\u0131nma manevras\u0131 s\u0131ras\u0131nda h\u00fccum a\u00e7\u0131s\u0131n\u0131 (AoA) veya g\u00fcc\u00fc (thrust-gaz kollar\u0131) azaltmak \u00e7ok tehlikelidir.<\/p>\n<p>Prosed\u00fcrlerin zaman\u0131nda yap\u0131lmas\u0131<\/p>\n<p>Bir GPWS\/EGPWS ikaz\u0131na teredd\u00fct etmeden ivedilikle reaksiyon g\u00f6sterin. CFIT ka\u00e7\u0131nma kazalar\u0131n\u0131n \u00e7o\u011fu ikazlara zaman\u0131nda reaksiyon g\u00f6sterilmedi\u011fi i\u00e7in olmu\u015ftur. GPWS sistemleri ilk kullan\u0131lmaya ba\u015flad\u0131\u011f\u0131 d\u00f6nemlerde bir\u00e7ok u\u00e7u\u015f ekibi ikazlar\u0131n sahte oldu\u011funu d\u00fc\u015f\u00fcnm\u00fc\u015f ve dikkate almam\u0131\u015ft\u0131r. G\u00fcn\u00fcm\u00fcz u\u00e7aklar\u0131n\u0131n sistemleri olduk\u00e7a hassas ve g\u00fcvenilir ikazlar \u00fcretmektedir. Bu nedenle prosed\u00fcrlerin gecikmeksizin uygulanmas\u0131 \u00f6nem arz etmektedir.<\/p>\n<p>Uyar\u0131lara cevap vermenin gecikmesiyle ilgili bir sorun da \u015fudur ki, m\u00fcrettebat\u0131n, manevradan ka\u00e7\u0131nmadan \u00f6nce, uyar\u0131n\u0131n veya ikaz\u0131n do\u011frulu\u011funu kan\u0131tlamaya \u00e7al\u0131\u015f\u0131rken tehlikeye girmedi\u011fini s\u00f6yleyen bir durum fark\u0131ndal\u0131\u011f\u0131na sahip olmas\u0131d\u0131r. Bu gecikmeler \u00f6l\u00fcmc\u00fcld\u00fcr. Ka\u00e7\u0131\u015f manevras\u0131n\u0131n yap\u0131lmas\u0131 \u00e7ok gecikirse, u\u00e7ak sistemleri u\u00e7aklar\u0131 bu durumdan uzakla\u015ft\u0131ramayabilir. Daha \u00f6nce de ifade edildi\u011fi gibi durumsal fark\u0131ndal\u0131\u011f\u0131n kayb\u0131 veya de\u011fi\u015fikli\u011fi CFIT kazalar\u0131n\u0131n kritik nedenidir.<\/p>\n<p>Ayr\u0131ca, u\u00e7u\u015f ekibi, kalk\u0131\u015f ve ini\u015f s\u0131ras\u0131nda ekranlardan onlara u\u00e7u\u015f hatt\u0131ndaki arazi ve engeller i\u00e7in g\u00f6rsel sunumlar sa\u011flayan EGPWS sistemini de kullanmal\u0131d\u0131r. Durum fark\u0131ndal\u0131\u011f\u0131nda bir resim bin kelimeye bedeldir. G\u00f6rsel ekranlar, do\u011fru durum fark\u0131ndal\u0131\u011f\u0131n\u0131 sa\u011flayan bir koruma katman\u0131 sa\u011flar. Bir\u00e7ok pilot ise, u\u00e7a\u011f\u0131n kalk\u0131\u015f\u0131 ve t\u0131rman\u0131\u015f\u0131 s\u0131ras\u0131nda EGPWS&#8217;ye olan ihtiyac\u0131 g\u00f6rmez \u00e7\u00fcnk\u00fc u\u00e7ak yerden\/araziden ve engelden uzakla\u015f\u0131yordur. M\u00fcrettebat acil bir durumdan sonra havaliman\u0131na d\u00f6nmek zorunda kald\u0131\u011f\u0131nda, yolu \u00fczerindeki arazinin veya engellerin g\u00f6rsel bir resmine sahip olmas\u0131 gereklidir.<\/p>\n<p>T\u00fcm bunlar\u0131n yan\u0131nda; her pilotun kulland\u0131\u011f\u0131 hava arac\u0131n\u0131n sistemlerini ve kendisine sa\u011flayaca\u011f\u0131 operasyonel hayati imkanlar\u0131 \u00e7ok iyi bilmesi zaruridir ve hayati \u00f6neme sahiptir.<br \/>\n\u015eimdi de IATA\u2019n\u0131n (The International Air Transport Association) 2010-2014 y\u0131llar\u0131 i\u00e7in 2015 y\u0131l\u0131nda yay\u0131nlad\u0131\u011f\u0131 \u201cControlled Flight Into Terrain Accident Analysis Report\u201d raporundan baz\u0131 al\u0131nt\u0131lar yapal\u0131m; RAPOR\u2019a g\u00f6re \u2026<\/p>\n<p>2010-2014 y\u0131llar\u0131 aras\u0131ndaki 5 y\u0131ll\u0131k d\u00f6nemdeki kazalar\u0131 incelemi\u015ftir.<br \/>\nIATA\u2019n\u0131n ticari operasyon tan\u0131m\u0131na uygun, MTOW 5700 kg\u2019\u0131n \u00fczerindeki hava ara\u00e7lar\u0131n\u0131 kapsam\u0131\u015ft\u0131r.<br \/>\nCFIT kazalar\u0131nda esas; u\u00e7a\u011f\u0131n u\u00e7abilir durumda olmas\u0131 ve u\u00e7u\u015f ekibinin kontrol\u00fcnde olmas\u0131d\u0131r.<br \/>\nT\u00fcm kazalar i\u00e7inde say\u0131ca az olmas\u0131na ra\u011fmen, CFIT kazalar\u0131 neredeyse her zaman felaketle sonu\u00e7lanm\u0131\u015ft\u0131r. Kazalar\u0131n %91\u2019i yolcu ve m\u00fcrettebat\u0131n \u00f6l\u00fcm\u00fc ile sonu\u00e7lanm\u0131\u015ft\u0131r.<br \/>\nCFIT kazalar\u0131 \u201cLOC-I\u201d yani \u201cLoss of control in flight\u201d u\u00e7u\u015fta kumanda kayb\u0131 kazalar\u0131ndan sonra \u00f6l\u00fcmc\u00fcl kaza kategorisinde ikinci s\u0131radad\u0131r.<br \/>\nDe\u011ferlendirilen be\u015f y\u0131ll\u0131k d\u00f6nemde 2541 \u00f6l\u00fcmden 707\u2019si CFIT kazalar\u0131nda meydana geldi.<br \/>\nCFIT kazalar\u0131, IATA G\u00fcvenlik Departman\u0131 taraf\u0131ndan de\u011ferlendirilmi\u015f ve end\u00fcstride havac\u0131l\u0131k g\u00fcvenli\u011fi i\u00e7in ikinci en y\u00fcksek riskli olarak ilan edilmi\u015ftir.<br \/>\nBe\u015f y\u0131ll\u0131k d\u00f6nemde meydana gelen 415 kazadan 34\u2019\u00fc CFIT kazas\u0131 belirlenmi\u015ftir.<br \/>\nBu kazalardan 31\u2019i \u00f6l\u00fcmc\u00fcl kaza s\u0131n\u0131f\u0131nda ve toplam 707 can kayb\u0131 ile sonu\u00e7land\u0131.<br \/>\nBu rapor, \u00f6zellikle a\u015fa\u011f\u0131daki operasyonlarla ilgili kazalar\u0131 i\u00e7ermemektedir:<br \/>\n\u00d6zel (genel) havac\u0131l\u0131k<br \/>\n\u0130\u015f veya askeri havac\u0131l\u0131k<br \/>\nYasad\u0131\u015f\u0131 faaliyetlerin bir par\u00e7as\u0131 olarak u\u00e7u\u015flar<br \/>\n\u0130nsani Yard\u0131m U\u00e7u\u015flar\u0131<br \/>\nTarla ila\u00e7lama veya di\u011fer tar\u0131msal u\u00e7u\u015flar<br \/>\nG\u00fcvenlikle ilgili olaylar (\u00f6rne\u011fin ka\u00e7\u0131rma olaylar\u0131)<br \/>\nDeneysel veya di\u011fer test u\u00e7u\u015flar\u0131<br \/>\nBu d\u00f6nemde toplam 415 kaza meydana geldi. Bu kazalar\u0131n 34&#8217;\u00fc CFIT olarak s\u0131n\u0131fland\u0131r\u0131ld\u0131.<\/p>\n<p>Kontroll\u00fc U\u00e7u\u015fta Araziye \u00c7arpma Kazalar\u0131na Katk\u0131da Bulunan Fakt\u00f6rler<\/p>\n<p>IATA, kazalara katk\u0131da bulunan fakt\u00f6rleri belirlemi\u015ftir. 2010-2014 aras\u0131ndaki t\u00fcm CFIT kazalar\u0131 s\u0131n\u0131fland\u0131r\u0131lm\u0131\u015ft\u0131r. D\u00fcnyada en \u00e7ok katk\u0131da bulunan fakt\u00f6rler a\u015fa\u011f\u0131da g\u00f6sterilmektedir.<\/p>\n<p>Gizli Durumlar (eksiklikler) \u2026 Kazadan \u00f6nce sistemdeki temel konular<br \/>\nD\u00fczenleyici g\u00f6zetimi %56<br \/>\nTeknoloji ve Te\u00e7hizat %47<br \/>\nEmniyet Y\u00f6netimi %32<br \/>\nU\u00e7u\u015f Operasyonlar\u0131 %21<br \/>\nE\u011fitim Sistemleri %15<\/p>\n<p>\u00c7evresel Tehditler \u2026 U\u00e7u\u015f ekibinin kontrol\u00fc d\u0131\u015f\u0131ndaki olaylar, g\u00fcvenlik s\u0131n\u0131rlar\u0131n\u0131 sa\u011flamak i\u00e7in y\u00f6netilmelidir.<br \/>\nMeteoroloji %44<br \/>\nYer S\/S Sistemi ar\u0131zas\u0131 %41<br \/>\nS\/S Yard\u0131mc\u0131lar\u0131 %41<br \/>\nZay\u0131f G\u00f6r\u00fc\u015f\/IMC %38<br \/>\nArazi\/Engeller %18<\/p>\n<p>Havayolu Tehditleri \u2026 U\u00e7u\u015f ekibinin kontrol\u00fc d\u0131\u015f\u0131ndaki olaylar, g\u00fcvenlik s\u0131n\u0131rlar\u0131n\u0131 sa\u011flamak i\u00e7in y\u00f6netilmelidir.<br \/>\nU\u00e7ak Ar\u0131zas\u0131 %3<br \/>\nOto-pilot \/ FMS %3<br \/>\nAviyonik \/ U\u00e7u\u015f Aleti %3<br \/>\nBak\u0131m olaylar\u0131 %3<br \/>\nOperasyon bask\u0131s\u0131 %3<\/p>\n<p>U\u00e7u\u015f Ekibi Hatalar\u0131 (ilgili) \u2026 G\u00fcvenlik marjlar\u0131n\u0131 d\u00fc\u015f\u00fcren tehditlerin y\u00f6netimi hatalar\u0131<br \/>\nSOP\u2019ye Uygunluk %38<br \/>\nBilin\u00e7i %26<br \/>\nKas\u0131ts\u0131z olarak %12<br \/>\nCallout\u2019lar %15<br \/>\nManuel U\u00e7u\u015f \/ U\u00e7u\u015f Kumandalar\u0131 %15<\/p>\n<p>\u0130stenmeyen U\u00e7ak Durumu \u2026 Ekip taraf\u0131ndan g\u00fcvenlik marjlar\u0131n\u0131 d\u00fc\u015f\u00fcrecek durum . \u0130stenmeyen u\u00e7ak durumu kurtar\u0131labilir.<br \/>\nAraziye Do\u011fru Kontroll\u00fc U\u00e7u\u015f %41<br \/>\nDikey\/Yatay\/S\u00fcrat Sapmas\u0131 %41<br \/>\nGereksiz Hava i\u00e7inden ge\u00e7i\u015f %12<br \/>\n\u0130stikrars\u0131z Yakla\u015fma %6<br \/>\nUzun Oturu\u015f, Palyede Y\u00fczme<br \/>\nZ\u0131plamal\u0131 ini\u015f, S\u0131k\u0131 ini\u015f<br \/>\nKenara ini\u015f, Krap ini\u015f %3<\/p>\n<p>Kar\u015f\u0131 \u00d6nlemler<br \/>\n\u0130zleme \/ \u00c7apraz kontrol %38<br \/>\nGenel Ekip Performans\u0131 %35<br \/>\n\u0130leti\u015fim \u00c7evresi %12<br \/>\nLiderlik %12<br \/>\nPlanlanan\u0131n ifade edilmesi %12<\/p>\n","protected":false},"excerpt":{"rendered":"<p>Kontroll\u00fc U\u00e7u\u015fta Yere \u00c7arpma \u2014 Controlled Flight Into Terrain (CFIT) CFIT kazalar\u0131 geli\u015fmi\u015f t\u00fcm teknolojilere ra\u011fmen g\u00fcn\u00fcm\u00fczde, havac\u0131l\u0131k i\u00e7in en b\u00fcy\u00fck tehditlerden biri olmay\u0131 s\u00fcrd\u00fcrmektedir. IATA\u2019n\u0131n (The International Air Transport Association) 2010-2014 y\u0131llar\u0131 aras\u0131ndaki be\u015f y\u0131ll\u0131k periyot i\u00e7in 2015 y\u0131l\u0131nda yay\u0131nlad\u0131\u011f\u0131 \u201cControlled Flight Into Terrain Accident Analysis Report\u201da g\u00f6re; bu d\u00f6nemde meydana gelen toplam 415<\/p>\n","protected":false},"author":2,"featured_media":1553,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2,108],"tags":[],"class_list":["post-1552","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-guvenlik","category-insan-performansi"],"_links":{"self":[{"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/posts\/1552","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/comments?post=1552"}],"version-history":[{"count":2,"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/posts\/1552\/revisions"}],"predecessor-version":[{"id":1576,"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/posts\/1552\/revisions\/1576"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/media\/1553"}],"wp:attachment":[{"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/media?parent=1552"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/categories?post=1552"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/bizimkokpit.com\/index.php\/wp-json\/wp\/v2\/tags?post=1552"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}