{"id":330,"date":"2012-06-30T11:48:34","date_gmt":"2012-06-30T08:48:34","guid":{"rendered":"http:\/\/www.hvtd.org\/?p=330"},"modified":"2012-06-30T11:48:34","modified_gmt":"2012-06-30T08:48:34","slug":"ucus-ekipleri-yorgunlugu-nedir","status":"publish","type":"post","link":"https:\/\/www.hvtd.org\/?p=330","title":{"rendered":"U\u00e7u\u015f Ekipleri Yorgunlu\u011fu Nedir?"},"content":{"rendered":"<div>\n<p style=\"text-align: justify;\"><em><a href=\"http:\/\/www.hvtd.org\/wp-content\/uploads\/2012\/06\/ucusekipleriyorgunlugu.jpg\"><img fetchpriority=\"high\" decoding=\"async\" class=\"alignleft size-full wp-image-331\" title=\"ucusekipleriyorgunlugu\" src=\"http:\/\/www.hvtd.org\/wp-content\/uploads\/2012\/06\/ucusekipleriyorgunlugu.jpg\" alt=\"\" width=\"187\" height=\"270\" srcset=\"https:\/\/www.hvtd.org\/wp-content\/uploads\/2012\/06\/ucusekipleriyorgunlugu.jpg 187w, https:\/\/www.hvtd.org\/wp-content\/uploads\/2012\/06\/ucusekipleriyorgunlugu-38x55.jpg 38w\" sizes=\"(max-width: 187px) 100vw, 187px\" \/><\/a>ICAO yorgunlu\u011fu (Ek 6, B\u00f6l\u00fcm I, 2009\u2032da d\u00fczenlendi\u011fi \u015fekliyle) \u015f\u00f6yle tan\u0131mlanm\u0131\u015ft\u0131r: Uykusuzluk ya da uzun s\u00fcreli uyan\u0131k kalma ve\/veya pilotun uyan\u0131kl\u0131\u011f\u0131n\u0131 ve u\u00e7a\u011f\u0131 emniyetli \u015fekilde kullanma kabiliyetini bozan, ya da emniyetle ilgili g\u00f6revleri yerine getirmesini engelleyen bir fiziksel aktivitenin sebep oldu\u011fu zihinsel ya da fiziksel performans kapasitesinin azalmas\u0131ndan kaynaklanan fizyolojik bir durumdur. <\/em><\/p>\n<p style=\"text-align: justify;\"><em>Yorgunlu\u011fun t\u0131bbi tan\u0131m\u0131: Zihinsel ya da fiziksel stres nedeniyle i\u015fy\u00fck\u00fc ya da i\u015flevleri yerine getirme konusundaki yeteneklerin azalmas\u0131yla sonu\u00e7lanan, hastal\u0131kla ilgili olmayan, bir durumdur. Yorgunluk, zihin a\u00e7\u0131kl\u0131\u011f\u0131nda ve bilgi i\u015fleme yetene\u011finde yava\u015f yava\u015f bir d\u00fc\u015f\u00fc\u015f olarak da tarif edilmi\u015ftir. Yorgunlu\u011fa sebep olan iki ana etken vard\u0131r: Uyku kayb\u0131 ve sirkadiyen ritim bozuklu\u011fu (jet-lag ve d\u00fczensiz gece\/g\u00fcnd\u00fcz \u00e7al\u0131\u015fmas\u0131).<\/em><\/p>\n<h3 style=\"text-align: justify;\">Yorgunluk emniyet a\u00e7\u0131s\u0131ndan neden bir tehdittir?<\/h3>\n<p style=\"text-align: justify;\">Havac\u0131l\u0131kta yorgunluk; yetersiz uyuma, vardiyal\u0131 \u00e7al\u0131\u015fma ve \u00e7ok uzun g\u00f6rev saatleri gibi performans\u0131 ve zihinsel becerileri azaltan u\u00e7u\u015fla ilgili durumlara kar\u015f\u0131 insan v\u00fccudunun normal tepkisidir. Yorgunlu\u011fun tek etkili tedavisi yeterince dinlenmek ve iyi uyumakt\u0131r. Keflavik ara\u015ft\u0131rma raporunun bulgular\u0131 a\u015fa\u011f\u0131da \u00f6zetlenmi\u015ftir:<\/p>\n<ul style=\"text-align: justify;\">\n<li>B\u00f6lgesel havayollar\u0131ndan 1424 pilotun %80\u2032i bir u\u00e7u\u015f s\u0131ras\u0131nda uyuklad\u0131klar\u0131n\u0131 s\u00f6ylemi\u015flerdir. 1488 kurumsal\/idari u\u00e7u\u015f pilotu \u00fczerinde yap\u0131lan bir ankette %71\u2032inin u\u00e7u\u015flar s\u0131ras\u0131nda uyuyakald\u0131\u011f\u0131 tespit edilmi\u015ftir.<\/li>\n<li>\u0130nsanlar g\u00fcn\u00fcm\u00fcz u\u00e7u\u015f operasyonlar\u0131n\u0131 tan\u0131mlayan 7-24 tarifelerinde etkin olarak \u00e7al\u0131\u015facak donan\u0131ma sahip de\u011fillerdir.<\/li>\n<li>Yorgunluk, e\u011fitim, motivasyon ya da irade ile \u00fcstesinden gelinemeyecek fizyolojik bir problemdir.<\/li>\n<li>\u0130nsanlar yorgunlukla ba\u011flant\u0131l\u0131 bozukluk seviyelerini kendi ba\u015flar\u0131na g\u00fcvenilir olarak de\u011ferlendiremezler.<\/li>\n<li>Yorgunluk riskini azaltmak i\u00e7in pilotlar kaliteli ve dinlendirici bir uyku uyumal\u0131d\u0131rlar. Bunun d\u0131\u015f\u0131nda hi\u00e7bir \u015fey yorgunlu\u011fu azaltmaz.<\/li>\n<li>Yorgun insanlar h\u0131zl\u0131 idrak ya da fiziksel tepki gerektiren durumlara ve uyaranlara daha yava\u015f tepki verirler.<\/li>\n<\/ul>\n<p style=\"text-align: justify;\"><strong>U\u00e7u\u015f ekibi yorgunlu\u011funa ba\u011fl\u0131 kazalar<\/strong><\/p>\n<p style=\"text-align: justify;\">Yorgunlu\u011fun ana sebep olmad\u0131\u011f\u0131 kazalarda bile, pilotun belirli bir duruma do\u011fru tepkiyi verme kabiliyetini etkilemesi y\u00fcz\u00fcnden dolayl\u0131 bir etken olarak g\u00f6r\u00fcl\u00fcr. Avrupa Havayollar\u0131, \u015fu ana kadar Avrupa\u2019da yolcu \u00f6l\u00fcm\u00fcne sebep olan, yorgunluk kaynakl\u0131 bir kaza olmad\u0131\u011f\u0131ndan AB regulasyonlar\u0131n\u0131n de\u011fi\u015fmesine gerek duyulmad\u0131\u011f\u0131n\u0131 savunmaktad\u0131r. Ancak yorgunluk hayatlara mal olmaktad\u0131r. Pilot yorgunlu\u011fu bir\u00e7ok \u00f6l\u00fcmc\u00fcl kazada rol oynam\u0131\u015ft\u0131r. A\u015fa\u011f\u0131da yorgunlu\u011fun bir etken olarak belirlendi\u011fi kazalar ve olaylardan \u00f6rnekler verilmi\u015ftir.<\/p>\n<ul style=\"text-align: justify;\">\n<li>1993 Guantanamo Bay\u2019de Kalitta International, DC-8-61F;<\/li>\n<li>1994 Coventry, \u0130ngiletere\u2019de Air Algerie, 737-200F;<\/li>\n<li>1997 Guam\u2019da Korean Air, 747-300;<\/li>\n<li>1999 Little Rock, ABD\u2019de American Airlines, MD-82;<\/li>\n<li>2001 Z\u00fcrih, \u0130svi\u00e7re\u2019de Crossair, BAe146;<\/li>\n<li>2002 Birmingham, \u0130ngiltere\u2019de AgcoCorp, Challenger 604;<\/li>\n<li>2004 Halifax\u2019da MK Airlines, 747-200F;<\/li>\n<li>2004 Kirksville, ABD\u2019de Corporate Airlines, BAeJetstream31;<\/li>\n<li>2004 San Bernadino, Kaliforniya ABD\u2019de Med Air, Learjet35A;<\/li>\n<li>2005 Machrihanish, \u0130ngiltere\u2019de Loganair, B-N Islander;<\/li>\n<li>27 A\u011fustos 2006, Lexington KY\u2018de Comair, CRJ100: Hem kontrol\u00f6r, hem de pilotlar<\/li>\n<li>yorgunlukla yarg\u0131land\u0131;<\/li>\n<li>25 Haziran 2007, Cathay Pacific 747F, Stockholm Arlanda\u2019da yerde \u00e7arp\u0131\u015fma. \u0130sve\u00e7li<\/li>\n<\/ul>\n<p style=\"text-align: justify;\">\u00a0\u00a0\u00a0\u00a0\u00a0 ara\u015ft\u0131rmac\u0131 yorgunlu\u011fun etken oldu\u011funu s\u00f6yledi. (olay gece 03.30\u2032da meydana geldi;<\/p>\n<p style=\"text-align: justify;\">\u00a0\u00a0\u00a0\u00a0\u00a0 m\u00fcrettebat\u0131n 18-20 saat uyan\u0131k kald\u0131\u011f\u0131 belirlendi);<\/p>\n<ul style=\"text-align: justify;\">\n<li>28 Ekim 2007, JetX, 737-800TF-JXF Keflavik havaalan\u0131, \u0130zlanda\u2019da u\u00e7a\u011f\u0131n pistten<\/li>\n<\/ul>\n<p style=\"text-align: justify;\">\u00a0 \u00a0\u00a0\u00a0\u00a0\u00e7\u0131kmas\u0131;<\/p>\n<ul style=\"text-align: justify;\">\n<li>12 \u015eubat 2009, Colgan, Dash8-Q400 Buffalo, ABD. Soru\u015fturmas\u0131 devam ediyor.<\/li>\n<\/ul>\n<p style=\"text-align: justify;\"><strong>MK Havayollar\u0131 Kazas\u0131 <\/strong><\/p>\n<p style=\"text-align: justify;\">14 Ekim 2004\u2032te Halifax\u2019da, kalk\u0131\u015f s\u0131ras\u0131nda meydana gelen kazada 7 ki\u015fi \u00f6ld\u00fc. Ara\u015ft\u0131rma sonucunda belirlenen etkenlerden biri m\u00fcrettebat\u0131n yorgunlu\u011funa ba\u011fl\u0131 insan hatas\u0131 idi.<\/p>\n<p style=\"text-align: justify;\"><strong>Keflavik\u2019te Pistten \u00c7\u0131kma<\/strong><\/p>\n<p style=\"text-align: justify;\">28 Ekim 2007\u2032de bir Boeing 737-800 pistin sonuna kadar duramayarak pistten \u00e7\u0131kt\u0131. \u015eans eseri herhangi bir yaralanma olmad\u0131. Ara\u015ft\u0131rmada yorgunlu\u011fun \u00f6nemli bir etken oldu\u011funa karar verildi. Ger\u00e7ekten kalk\u0131\u015f havaalan\u0131ndaki (Antalya) r\u00f6tarlar sebebiyle en fazla 16 saat olmas\u0131 gereken u\u00e7u\u015f g\u00f6rev s\u00fcresi, 17 saat 20 dakikaya uzam\u0131\u015f ve m\u00fcrettebat 2 u\u00e7u\u015f aras\u0131nda yeteri kadar dinlenememi\u015fti.<\/p>\n<p style=\"text-align: justify;\"><strong>Z\u00fcrih\u2019teki U\u00e7ak Kazas\u0131<\/strong><\/p>\n<p style=\"text-align: justify;\">24 Kas\u0131m 2001\u2032de Crossair taraf\u0131ndan i\u015fletilen bir u\u00e7ak Z\u00fcrih Havaalan\u0131na yakla\u015f\u0131rken kaza ge\u00e7irdi. U\u00e7akta bulunan 33 ki\u015finin 24\u2032\u00fc \u00f6ld\u00fc. Raporda, pilotun konsantrasyon, do\u011fru karar alma ve karma\u015f\u0131k s\u00fcre\u00e7leri analiz etme kabiliyetinin yorgunluktan olumsuz etkilenmesi sebeplerden birisi olarak g\u00f6sterildi.<\/p>\n<p style=\"text-align: justify;\"><strong>\u201cAvrupa Birli\u011fi Pilot Yorgunluk Kurallar\u0131na Do\u011fru 7 Ad\u0131m\u201c<\/strong><\/p>\n<p style=\"text-align: justify;\">19 Ekim 2010\u2032da ba\u015flat\u0131lan ortak ECA-ETF Hareket Pl\u00e2n\u0131n\u0131n ba\u015fl\u0131\u011f\u0131 budur. Avrupa sivil havac\u0131l\u0131k kurumlar\u0131n\u0131 ba\u011flayan bu harek\u00e2t pl\u00e2n\u0131, 5 Ekim\u2019de ECA ve ETF taraf\u0131ndan organize edilen ve Avrupa\u2019da y\u00fczlerce pilot ve kabin ekibi taraf\u0131ndan s\u00fcrd\u00fcr\u00fclen \u201c<em>pilot yorgunlu\u011fu \u00fczerine Avrupa \u00e7ap\u0131nda harek\u00e2t<\/em>\u201d g\u00fcn\u00fcnden 2 hafta sonra gelmi\u015ftir.<\/p>\n<p style=\"text-align: justify;\">Hareket Pl\u00e2n\u0131, pilot yorgunlu\u011fu ve bununla ilgili u\u00e7u\u015f emniyet risklerinin kendili\u011finden yok olmayacak bir durum oldu\u011fu hakk\u0131nda Avrupa Birli\u011fi kurumlar\u0131na yap\u0131lan bir hat\u0131rlatmad\u0131r.<\/p>\n<p style=\"text-align: justify;\">AB \u00fclkelerinde pilot yorgunlu\u011funun s\u0131n\u0131rlar\u0131n\u0131 \u00e7izen mevcut kurallar, en son bilimsel kan\u0131tlara g\u00f6re yanl\u0131\u015f ve yetersizdir. Hareket Pl\u00e2n\u0131, bunlar\u0131n emniyet ad\u0131na h\u0131zla d\u00fczeltilmesi i\u00e7in a\u00e7\u0131k bir \u00e7a\u011fr\u0131d\u0131r. Pilot yorgunlu\u011funun sadece u\u00e7u\u015f ekiplerini de\u011fil, y\u00fczmilyonlarca u\u00e7ak yolcular\u0131n\u0131 da yak\u0131ndan ilgilendirdi\u011fini hat\u0131rlat\u0131r. Pl\u00e2n\u0131n 7 ad\u0131m\u0131 a\u015fa\u011f\u0131daki gibidir:<\/p>\n<ul style=\"text-align: justify;\">\n<li>1. Pilot yorgunlu\u011funun \u00f6nemi ve aciliyeti \u00fczerine bilimsel temelli bir bildirinin EASA Yetkili Direkt\u00f6r\u00fc taraf\u0131ndan a\u00e7\u0131klanmas\u0131 ve AB kurallar\u0131n\u0131n de\u011fi\u015ftirilmesini talep etmesi,<\/li>\n<li>2. EASA\u2019n\u0131n bilimsel bir \u00e7al\u0131\u015fma olan Moebus Raporu\u2019na dayanan yeni yorgunluk kurallar\u0131n\u0131 derhal d\u00fczenlemeye ba\u015flayarak 2011 ilkbahar\u0131 itibariyle uygulanmas\u0131n\u0131n hedeflenmesi,<\/li>\n<li>3. Havayollar\u0131n\u0131n bilimsel kan\u0131tlar\u0131 s\u00fcrekli sorgulayarak geli\u015fimi engellemelerine izin verilmemesi,<\/li>\n<li>4. AB \u00fcyesi \u00fclkelerin sosyal ya da ekonomik de\u011fil, emniyet k\u0131staslar\u0131na ba\u011fl\u0131 olarak EASA\u2019n\u0131n \u2018fast-track\u2019 temelli teklifini kabul etmeleri,<\/li>\n<li>5. AB \u00fcyesi \u00fclkelerin, ulusal yorgunluk kurallar\u0131n\u0131 uluslararas\u0131 ICAO kurallar\u0131na uydurmalar\u0131,<\/li>\n<li>6. Yorgunluk Risk Y\u00f6netim Sistemlerinin (FRMS), ba\u011flay\u0131c\u0131 AB kurallar\u0131na, rehberlik materyallerine ve ba\u011f\u0131ms\u0131z denetlemeye ba\u011fl\u0131 olarak t\u00fcm havayollar\u0131 i\u00e7in zorunlu hale gelmesi,<\/li>\n<li>7. Yorgunluk Risk Y\u00f6netim Sistemlerinin, pilotlar\u0131n isti\u015faresine tabi olarak emniyetli \u015fekilde de\u011fi\u015ftirmeleri; kat\u0131, \u015feffaf ve bilimsel tabanl\u0131 AB prosed\u00fcrlerinin havayollar\u0131na yorgunluk kurallar\u0131 olarak yer almas\u0131.<\/li>\n<\/ul>\n<p style=\"text-align: justify;\"><strong>AB yasas\u0131 ne diyor?<\/strong><\/p>\n<p style=\"text-align: justify;\">U\u00e7u\u015f emniyeti i\u00e7in \u00f6nemine ra\u011fmen yak\u0131n zamana kadar Avrupa Birli\u011fi\u2019nde u\u00e7u\u015f saati kurallar\u0131 yoktu. U\u00e7u\u015f ekibi i\u00e7in U\u00e7u\u015f Saati S\u0131n\u0131rlamalar\u0131n\u0131 d\u00fczenleyen yeni EU-OPS Y\u00f6netmeli\u011finin Alt B\u00f6l\u00fcm Q (Annex 3) ancak Temmuz 2008\u2032den beri AB \u00fcye \u00fclkeleri taraf\u0131ndan tan\u0131nmaktad\u0131r. Bu y\u00f6netmelik ile AB, tarihte ilk kez Avrupa\u2019da pilot yorgunlu\u011funu engellemek i\u00e7in uyumlu, yasal olarak ba\u011flay\u0131c\u0131 minimum FTL emniyet kurallar\u0131 setini ba\u015flatm\u0131\u015ft\u0131r. Ulusal bazda AB \u00fclkelerinin daha s\u0131k\u0131 FTL kurallar\u0131 uygulamalar\u0131na izin verilmi\u015f olmakla birlikte, (belirli bir istisna i\u00e7in ba\u015fvurmad\u0131klar\u0131 s\u00fcrece) EU-OPS taraf\u0131ndan konulan minimum setin alt\u0131na d\u00fc\u015fme yetkileri yoktur.<\/p>\n<p style=\"text-align: justify;\">Yasal gereksinimlere il\u00e2veten, \u015firket seviyesinde toplu i\u015f s\u00f6zle\u015fmeleri genellikle o \u015firketin ko\u015fullar\u0131na g\u00f6re haz\u0131rlanm\u0131\u015f FTL kurallar\u0131n\u0131 sa\u011flar. Bu toplu i\u015f s\u00f6zle\u015fmesi kurallar\u0131 EU-OPS\u2019dan daha d\u00fc\u015f\u00fck emniyet seviyeleri koyamaz ve asl\u0131nda \u00e7o\u011fu zaman ulusal yasalar ya da EU-OPS\u2019dan daha ileri FTL \u015fartlar\u0131 sa\u011flarlar. B\u00f6ylece yasada istenenden daha y\u00fcksek emniyet seviyeleri sa\u011flam\u0131\u015f olurlar.<\/p>\n<p style=\"text-align: justify;\">Asgari bir emniyet seviyesi belirlerken Alt B\u00f6l\u00fcm Q kesinlikle ideal de\u011fildir. En \u00f6nemli zay\u0131fl\u0131\u011f\u0131, hi\u00e7bir bilimsel ve t\u0131bbi kan\u0131ta tabi olmamas\u0131d\u0131r. Bu nedenle Alt B\u00f6l\u00fcm Q\u2019nun \u015fartlar\u0131 pilot yorgunlu\u011funu \u00f6nleme kabiliyeti a\u00e7\u0131s\u0131ndan sa\u011flam bilimsel kan\u0131tlara dayanmaz. Bu zay\u0131fl\u0131k, Avrupa havayollar\u0131nda seyahat eden yolcular\u0131n bilimsel olarak kan\u0131tlanm\u0131\u015f en y\u00fcksek emniyet seviyelerinin tad\u0131n\u0131 \u00e7\u0131karmalar\u0131n\u0131 sa\u011flamak i\u00e7in derhal ele al\u0131nmal\u0131d\u0131r.<\/p>\n<p style=\"text-align: justify;\">Ayr\u0131ca, Alt B\u00f6l\u00fcm Q u\u00e7u\u015f emniyeti i\u00e7in \u00e7ok \u00f6nemli olan \u201csplit duty\u201d, artan m\u00fcrettebat, baz\u0131 standby tipleri gibi ba\u015fl\u0131ca FTL y\u00f6nlerini kapsamamaktad\u0131r. Bu alanlar \u015fu anda ulusal yasa koyuculara b\u0131rak\u0131lm\u0131\u015ft\u0131r; bu da Avrupa\u2019da farkl\u0131 yasal uygulamalara sebep olmaktad\u0131r.<\/p>\n<p style=\"text-align: justify;\"><strong>\u00c7eviri<\/strong><strong>: \u00a0H\u00fcsn\u00fc Onu\u015f <\/strong>(Environmental Tectonics Corporation &#8211; USA)<\/p>\n<p style=\"text-align: justify;\"><strong>Kaynak<\/strong><strong>:<\/strong> \u00a0<a href=\"http:\/\/91.121.90.108\/dead-tired\/index.php?id=58\">http:\/\/91.121.90.108\/dead-tired\/index.php?id=58<\/a><\/p>\n<\/div>\n","protected":false},"excerpt":{"rendered":"<p>ICAO yorgunlu\u011fu (Ek 6, B\u00f6l\u00fcm I, 2009\u2032da d\u00fczenlendi\u011fi \u015fekliyle) \u015f\u00f6yle tan\u0131mlanm\u0131\u015ft\u0131r: Uykusuzluk ya da uzun s\u00fcreli uyan\u0131k kalma ve\/veya pilotun uyan\u0131kl\u0131\u011f\u0131n\u0131 ve u\u00e7a\u011f\u0131 emniyetli \u015fekilde kullanma kabiliyetini bozan, ya da emniyetle ilgili g\u00f6revleri yerine getirmesini engelleyen bir fiziksel aktivitenin sebep oldu\u011fu zihinsel ya da fiziksel performans kapasitesinin azalmas\u0131ndan kaynaklanan fizyolojik bir durumdur. Yorgunlu\u011fun t\u0131bbi tan\u0131m\u0131: Zihinsel ya da fiziksel stres [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_eb_attr":"","_jetpack_memberships_contains_paid_content":false,"footnotes":""},"categories":[6],"tags":[],"class_list":["post-330","post","type-post","status-publish","format-standard","hentry","category-bulten"],"jetpack_featured_media_url":"","jetpack_sharing_enabled":true,"jetpack-related-posts":[],"_links":{"self":[{"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/posts\/330","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=330"}],"version-history":[{"count":1,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/posts\/330\/revisions"}],"predecessor-version":[{"id":332,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/posts\/330\/revisions\/332"}],"wp:attachment":[{"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=330"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=330"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=330"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}