Latest news with #PrasanthNair
Time of India
9 hours ago
- Science
- Time of India
Meet Prasanth Balakrishnan Nair, Axiom-4's backup astronaut and Shubhanshu Shukla's Gaganyaan crewmate?
At 12:01 pm IST on Wednesday, four astronauts will lift off from NASA 's Kennedy Space Center. Their destination: the International Space Station. Their mission: a packed fortnight of global scientific research in low Earth orbit. India plays a key role in both the primary and backup crew of Axiom Mission 4 (Ax-4). Shubhanshu Shukla will serve as pilot on the main team. And now, another Indian—Prasanth Balakrishnan Nair—has officially joined the backup crew. Prasanth Nair: India's test pilot in waiting Group Captain Prasanth Nair, a senior Indian Air Force officer and ISRO astronaut trainee, has been named backup pilot for the Ax-4 mission. For those following India's space ambitions, this name will be familiar. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like 경고: 이 게임 진짜 중독성 쩔어요. 지금 해봐! Hero Wars 플레이하기 Undo Born in Thiruvazhiyad, Kerala in 1976, Nair has served as commanding officer of a Su-30 squadron. He trained at the National Defence Academy and has over 3,000 hours of flying experience across fighter jets and transport aircraft. In 2019, he was selected by ISRO for astronaut training at Russia's Yuri Gagarin Cosmonaut Training Center. On 27 February 2024, Prime Minister Narendra Modi officially revealed him as one of four astronauts preparing for Gaganyaan, India's first human spaceflight. Live Events 'I am honoured and excited for the opportunity to be a part of the historic Axiom Mission 4 as backup pilot,' said Nair. Hungary's Gyula Cserényi joins as backup specialist Gyula Cserényi, an electrical engineer from Kecskemét, Hungary, has been appointed backup mission specialist. Born in 1989, Cserényi holds degrees in electrical engineering from the Budapest University of Technology and Economics, and an economics qualification from the Budapest University of Economics. He started his career in the energy sector, working his way up from project engineer to leading the electrical network safety unit at a major industrial site. Fluent in English and conversant in German, Cserényi is also a sports enthusiast. He has completed the Spartan Race nine times and enjoys fencing and wall climbing. He is married with two children. What Ax-4 will do at the ISS? Once docked—around 4:30 pm IST on Thursday—the crew will begin their two-week scientific mission. The Ax-4 astronauts, led by Commander Peggy Whitson and including Indian pilot Shubhanshu Shukla, will carry out dozens of research experiments across biology, technology and agriculture. This will be Axiom Space's most research-intensive mission so far, involving contributions from 31 countries. NASA flight engineers Anne McClain and Nichole Ayers will oversee the spacecraft's approach and docking with the Harmony module of the ISS. Experiments will cover topics ranging from cancer cell behaviour to 3D-printed polymers and DNA repair. Nations contributing to the research include India, the United States, Hungary, Poland (in partnership with the European Space Agency), Brazil, Nigeria, and Saudi Arabia. Shubhanshu Shukla to lead India's science payload Shukla's role in the mission is central to India's contribution. He will oversee ISRO-led microgravity research projects developed with NASA and ESA. The experiments focus on biological systems and how they behave under zero gravity. Once docked, the Ax-4 crew will be welcomed by the current seven Expedition 73 members, receive safety briefings, and begin science operations. Shukla and his team's work aims to inform future long-duration missions. The Indian research programme includes: Analysing screen exposure effects on physical and mental functions in space Studying the growth and metabolism of three microalgae variants Investigating cellular behaviour of two cyanobacteria species Examining muscle loss and countermeasures in microgravity Testing six varieties of crop seeds in space conditions Monitoring seed germination and plant development in orbit Understanding how organisms survive in extreme environments Each experiment is designed to deliver real-world insights for medical science, agriculture, and long-term space travel. The Ax-4 mission is a stepping stone for India's Gaganyaan programme. With astronauts in both the core and backup crew, and a substantial research role aboard the ISS, India is no longer a passive participant in space science. These missions give Indian researchers and engineers hands-on experience in human spaceflight and reinforce the country's presence in international collaborations. As science becomes more global, India's ability to contribute knowledge and innovation will help shape the future of exploration. For now, eyes are on the sky—and on the growing team of Indians helping humanity reach beyond Earth.
Indian Express
30-05-2025
- General
- Indian Express
Who is responsible for the container ship that capsized off Kerala's coast? The answer is intentionally confusing
Written by Prasanth Nair On May 25, the MSC ELSA 3 — a container ship sailing under the flag of Liberia — was officially declared a 'total loss' following its capsizing off the Kerala coast. What appeared to be a maritime accident at first glance, upon closer scrutiny, unravels a troubling trail of red flags, regulatory laxity, and legal voids. The capsizing is not just the story of one ship's failure, but a symbol of a deeper rot in the global shipping regulatory architecture, where loopholes in law, flag registries, and oversight regimes collide to produce disasters waiting to happen. A Vessel of Many Names—and Many Escapes The vessel's history is, by itself, a narrative of evasion. Since 2000, MSC ELSA 3 has borne at least 10 different names, including CSAV Barcelona, TMM Hidalgo, Delmas Tourville, and Alexandra N. The ship has alternated flags between Liberia and Germany, switching its legal identity as frequently as its commercial one. These frequent changes — often referred to in the shipping industry as 'flag-hopping'— are a common tactic used to escape stricter inspections, debt liabilities, or ageing ship regulations. This persistent history of regulatory circumvention raises serious questions about the due diligence exercised by classification societies and international maritime registries. Flags of Convenience and the Dilution of Responsibility The MSC ELSA 3 was operating under a Flag of Convenience (FoC) — a system where ships are registered in a country other than that of the ship's owners to benefit from more lenient regulatory regimes. Liberia, Panama, and the Marshall Islands dominate this space. While FoC is not illegal under the United Nations Convention on the Law of the Sea (UNCLOS), it has often been criticised for diluting safety and labour standards. In this case, Liberia — despite being the official flag state — has refused to participate in the investigation into the ship's capsizing, effectively forcing Indian authorities to conduct an independent probe. This refusal is permitted under international law but undermines the idea of shared global accountability and allows shipowners to operate in a legal grey zone. As India invokes the Merchant Shipping Act, 1958, the absence of the flag state from the proceedings sets up a complicated path to legal enforcement and environmental restitution. This adversely impacts the affected parties. Ignored Warnings from Port State Inspections From 1999 to 2024, MSC ELSA 3 underwent dozens of Port State Control inspections across Europe, Asia, and the Americas. A more detailed examination reveals a disturbing pattern: The ship was frequently flagged for deficiencies related to crew preparedness, equipment failure, and structural risks. Notably, in July 2023, the Indian port of Tuticorin flagged nine deficiencies, four of them in the 'human element' category — an indication of training and competency issues among the crew. Such cutting corners by the ship-owners to maximise their profit endangers innocent citizens of unsuspecting distant countries. In Rotterdam (2010), this ship was detained for two days after being found with 21 deficiencies — a staggering number by maritime standards. Similar patterns occurred in Hamburg, Bilbao, and Dunkirk over the years. Yet, the ship was never declared unseaworthy by classification agencies. The Role of P&I Insurers and Cross-Jurisdictional Quagmires As of May this year, the ship was listed as being insured by multiple Protection and Indemnity (P&I) Clubs — namely, Steamship Mutual (as recently as May 21), the UK P&I Club, and earlier, North of England P&I Association. While P&I insurers are tasked with covering liabilities like pollution and wreck removal, their involvement also underscores the complex legal web that must now be navigated across jurisdictions — Liberia, Switzerland (where the owner company is registered), and India. Certificates in Order — But to What Effect? MSC ELSA 3 had all the paperwork: A valid Safety Management Certificate issued by Bureau Veritas (valid until November 2025) and a classification survey as recent as November 13, 2023, certifying its seaworthiness until 2028. That a ship with such 'clean' certification could capsize within months is a striking indictment of the efficacy or superficiality of the inspection and certification ecosystem. It calls into question whether some inspections are conducted merely as procedural checkboxes, with minimal probing into actual risks. Questions of corruption and lax regulatory inspections also come in. The involvement of multiple Protection and Indemnity (P&I) Clubs within a short span of time may also indicate transitions in ownership, coverage gaps, or underwriting hesitations — all signs of a vessel falling out of insurability comfort zones. Additionally, if Automatic Identification System (AIS) data during parts of its voyage are found missing or erratic, it would indicate deliberate obfuscation of route or port activity, a tactic commonly associated with higher-risk ships. Finally, the ship's certification was extended till 2028 despite its age and history of deficiencies — a highly unusual decision that may point to weak oversight by the classification society. The Cargo: A Hidden Danger The capsized ship reportedly carried 640 containers, including some that contained hazardous chemicals like calcium carbide — which can react explosively with water. Coastal communities and fishermen were later warned not to touch floating containers. It is now confirmed that the MSC ELSA 3 had loaded its cargo, including 12 containers of calcium carbide, from Vizhinjam Port before heading towards Kochi. Calcium carbide, a highly reactive chemical used primarily in the production of acetylene gas for industrial welding and cutting, poses severe risks when exposed to moisture — potentially triggering explosions or toxic gas release. While the cargo manifest listing calcium carbide was accessible to Indian authorities at Vizhinjam, the absence of urgent local advisories or preparedness protocols after the capsize reveals a systemic gap in translating technical information into public safety measures. Parallels with Similar Maritime Incidents The MSC ELSA 3 incident is not unique. In 2012, the MV Rena, a Liberian-flagged vessel, ran aground near New Zealand, spilling oil and cargo. Liberia again distanced itself from the investigation. In 2020, the MV Wakashio, a Japanese-owned but Panamanian-flagged bulk carrier, spilled over 1,000 tonnes of fuel oil off Mauritius. Investigations revealed lapses in route planning and fatigue among the crew — red flags similar to those noted in the MSC ELSA 3's history. These incidents show that the flag of convenience model disproportionately shields shipowners from liability while exposing coastal nations to ecological and legal fallout. When the System Sinks Alongside the Ship The story of MSC ELSA 3 is not just about a capsized vessel; it's about a regulatory system that failed at every level — certification, enforcement, transparency, and accountability. The ship may have gone down physically on May 25, but its structural failure had been foretold through years of ignored warnings, regulatory loopholes, and paper-thin oversight. India must leverage this moment to advocate for a stronger Port State Control regime, real-time public disclosure of hazardous cargo, and a review of legal powers under the Merchant Shipping Act and UNCLOS. It is time for the international community to reform the FoC system and ensure that accountability does not sink with the ship. The world cannot continue to tolerate a system where flags can be chosen like wallpaper, red flags are ignored, and accountability disappears as easily as a sunken hull. Nair is an IAS officer, author and filmmaker. Views are personal
