{"id":928,"date":"2012-08-11T10:58:00","date_gmt":"2012-08-11T07:58:00","guid":{"rendered":"http:\/\/www.hvtd.org\/?p=928"},"modified":"2012-08-11T10:58:00","modified_gmt":"2012-08-11T07:58:00","slug":"pilotun-yasi","status":"publish","type":"post","link":"https:\/\/www.hvtd.org\/?p=928","title":{"rendered":"Pilotun ya\u015f\u0131"},"content":{"rendered":"

\"\"<\/a>Pilot performans\u0131n\u0131 azaltan t\u00fcm unsurlar\u0131n \u00e7ok ciddiye al\u0131nd\u0131\u011f\u0131 havac\u0131l\u0131k d\u00fcnyas\u0131nda pilotlar\u0131n hangi ya\u015fa kadar etkin g\u00f6rev yapabilecekleri konusu da 50 y\u0131ld\u0131r tart\u0131\u015f\u0131lmaktad\u0131r. 1950\u2019li y\u0131llarda havayolu pilotlar\u0131n\u0131n emeklilik ya\u015flar\u0131 65 iken, jet u\u00e7aklar\u0131na ge\u00e7ilmesi, u\u00e7ak performanslar\u0131n\u0131n, u\u00e7u\u015f mesafelerinin ve yolcu say\u0131lar\u0131n\u0131n artmas\u0131 nedeniyle baz\u0131 havayolu \u015firketleri 60 ya\u015f\u0131na gelen pilotlar\u0131n s\u00f6zle\u015fmelerini tek yanl\u0131 olarak feshetmeye ba\u015flad\u0131lar. 1959 y\u0131l\u0131nda ABD Federal Havac\u0131l\u0131k Dairesi (FAA), 60 nc\u0131 ya\u015f g\u00fcn\u00fcne gelen pilotlar\u0131n 10\u2019dan fazla yolcu ta\u015f\u0131yan ticari havayolu u\u00e7aklar\u0131nda g\u00f6rev almalar\u0131na, 55 ya\u015ftan sonra da pervaneli u\u00e7aktan jetlere ge\u00e7i\u015fe yasak getirdi. \u201c60 ya\u015f kural\u0131\u201d olarak bilinen bu s\u0131n\u0131rlaman\u0131n tart\u0131\u015fmalar\u0131 halen de devam etmektedir.<\/p>\n

Ya\u015flan\u0131nca Neler Olur ?<\/p>\n

Ge\u00e7en zaman i\u00e7inde h\u00fccrelerde dejenerasyon ve organ i\u015fleyi\u015flerinde bozulmalar olur. Ya\u015f ilerledik\u00e7e dokunma, g\u00f6rme, i\u015fitme duyular\u0131 azal\u0131r, refleksler, d\u00fc\u015f\u00fcnme ve bellek h\u0131z\u0131 yava\u015flar, denge ve koordinasyon bozulur, ba\u011f\u0131rsaklar tembelle\u015fir. Ya\u015fl\u0131larda g\u00f6rece fazla olan rahats\u0131zl\u0131klar \u015funlard\u0131r: Kalp-damar-akci\u011fer hastal\u0131klar\u0131, hipertansiyon, kanserler, hormon d\u00fczensizlikleri, diyabet, prostat, katarakt, artroz, kas ve kemik zay\u0131flamalar\u0131, cinsel i\u015flev bozukluklar\u0131, uyku d\u00fczensizlikleri, unutkanl\u0131k, beyin ve ruh hastal\u0131klar\u0131, vs. Bir rahats\u0131zl\u0131\u011f\u0131 olmayan, ila\u00e7 kullanmayan ve g\u00f6zl\u00fck takmayan ya\u015fl\u0131 insan yoktur denilebilir.<\/p>\n

Ama son on y\u0131llarda daha iyi beslenme, sigara t\u00fcketiminin azalmas\u0131, hijyen, egzersiz, ve di\u011fer t\u0131bbi desteklerle ya\u015fl\u0131 insanlar\u0131n art\u0131k daha sa\u011fl\u0131kl\u0131 olduklar\u0131, ya\u015fam s\u00fcrelerinin giderek uzamas\u0131yla ya\u015fl\u0131l\u0131k s\u0131n\u0131r\u0131n\u0131n de\u011fi\u015fti\u011fi de g\u00f6zden ka\u00e7\u0131r\u0131lmamal\u0131d\u0131r. 60 ya\u015f kural\u0131n\u0131n uygulanmaya ba\u015flad\u0131\u011f\u0131 1960 y\u0131l\u0131nda 52 y\u0131l olan d\u00fcnya ortalama \u00f6m\u00fcr s\u00fcresi 2005 y\u0131l\u0131nda 66 olacakt\u0131r. Bug\u00fcn geli\u015fmi\u015f \u00fclkelerde ortalama \u00f6m\u00fcr 75, T\u00fcrkiye\u2019de 68 y\u0131l civar\u0131ndad\u0131r. O halde, her ki\u015fi ve her i\u015f alan\u0131 i\u00e7in farkl\u0131 bir ya\u015f s\u0131n\u0131r\u0131 ve performans grafi\u011fi olmal\u0131d\u0131r. Bu durum, ba\u015fka alanlarda da kullan\u0131labilen \u201cters-U e\u011frisi\u201d ile a\u00e7\u0131klanabilir; ya\u015f\u0131n ilerlemesiyle deneyim artarak performans e\u011frisi y\u00fckselir, sonra bir ya\u015ftan itibaren grafik ini\u015fe ge\u00e7er.<\/p>\n

60 Ya\u015f Kural\u0131n\u0131n Gerek\u00e7eleri<\/p>\n

a. Modern havac\u0131l\u0131kta y\u00fcksek beceri gerektiren yeni teknik ve y\u00f6ntemlerin \u00f6\u011frenilmesinde ya\u015fl\u0131 insanlar zorluk \u00e7ekebilir,<\/p>\n

b. Tehlikeli durumlarda gerekli olan seri dikkat, alg\u0131, bilgi i\u015fleme ve karar verme s\u00fcre\u00e7lerinde ya\u015fl\u0131 pilotlar yava\u015f kalabilir,<\/p>\n

c. Stresli ve karma\u015f\u0131k u\u00e7u\u015f durumlar\u0131nda, fiziksel dayan\u0131kl\u0131l\u0131\u011f\u0131 s\u00fcrd\u00fcrme ve yorgunlu\u011fa kar\u015f\u0131 koymada ya\u015fl\u0131 ki\u015filerin performans\u0131 daha azd\u0131r,<\/p>\n

d. Ya\u015f ilerlemesine ba\u011fl\u0131 geli\u015fen fizyolojik ve psikolojik bozukluklar ani t\u0131bbi inkapasitasyona d\u00f6n\u00fc\u015febilir; bunlar\u0131n \u00e7o\u011fu \u00f6nceden belirti vermeyen kriz niteli\u011finde hastal\u0131klar olabilir.<\/p>\n

59 ya\u015f \u00fczerinde artt\u0131\u011f\u0131 varsay\u0131lan bu problemlerin \u00f6zellikle 121 kategorisi u\u00e7u\u015flarda g\u00f6rev alan Class-1 pilotlar\u0131 i\u00e7in risk d\u00fczeyine varaca\u011f\u0131 d\u00fc\u015f\u00fcn\u00fclm\u00fc\u015ft\u00fcr. 60 ya\u015f kural\u0131n\u0131 savunanlar, pilotlar\u0131n s\u0131k s\u0131k t\u0131bbi muayenelerden ge\u00e7mekte olmalar\u0131na kar\u015f\u0131n \u00f6zellikle ani geli\u015fen kalp ve beyin damar t\u0131kanmalar\u0131 olas\u0131l\u0131\u011f\u0131n\u0131n bu ya\u015f grubunda daha fazla oldu\u011funu vurgulamakta; her ya\u015f grubunda g\u00f6r\u00fclebilen kanser, diyabet, tiroid ve di\u011fer endokrin hastal\u0131klar\u0131n\u0131n ya\u015fl\u0131 insanlardaki oranlar\u0131n\u0131n y\u00fcksekli\u011fine dikkat \u00e7ekmektedirler.<\/p>\n

Baz\u0131 ara\u015ft\u0131r\u0131c\u0131lar ya\u015fl\u0131 pilotlar\u0131 temize \u00e7\u0131karan baz\u0131 ara\u015ft\u0131rmalar bulundu\u011funu ancak bu pilotlar\u0131n ticari havayollar\u0131nda de\u011fil \u00f6zel u\u00e7aklarda u\u00e7an ki\u015filer olduklar\u0131, son bir y\u0131ldaki u\u00e7u\u015f saatlerinin de az olmas\u0131 y\u00fcz\u00fcnden bu sonu\u00e7lar\u0131n ge\u00e7erli olmad\u0131\u011f\u0131n\u0131, asl\u0131nda ya\u015fl\u0131 pilotlar\u0131n kaza oranlar\u0131n\u0131n y\u00fcksek oldu\u011funa inand\u0131klar\u0131n\u0131 belirtmektedirler. ABD Ulusal Ara\u015ft\u0131rma Konseyi\u2019nin (NRC) ya\u015fl\u0131 otomobil s\u00fcr\u00fcc\u00fclerinin kaza oranlar\u0131n\u0131 y\u00fcksek bulmu\u015f olu\u015funun da bu kan\u0131y\u0131 destekleyen bir bilgi oldu\u011fu vurgulanmaktad\u0131r.<\/p>\n

Genellikle ya\u015fl\u0131 pilotlar uzun u\u00e7uculuk s\u00fcrecinde kazand\u0131klar\u0131 deneyimlere b\u00fcy\u00fck bir \u00f6nem atfederek savunmalar\u0131n\u0131 buna dayand\u0131r\u0131rlar ve deneyimlerin ya\u015fa ba\u011fl\u0131 olas\u0131 zafiyetleri fazlas\u0131yla telafi edece\u011fini ileri s\u00fcrerler. Pilotlar\u0131n 60 ya\u015f\u0131na geldiklerinde emekli edilmesini savunanlar ise, kokpitte ge\u00e7en uzun y\u0131llar\u0131n her pilota ayn\u0131 avantaj\u0131 kazand\u0131rmayaca\u011f\u0131n\u0131, ya\u015f ile deneyimin her zaman paralel giden olgular olmad\u0131\u011f\u0131n\u0131 s\u00f6ylerler.<\/p>\n

60 Ya\u015f Kural\u0131na \u0130tirazlar<\/p>\n

FAA\u2019n\u0131n 1976-1988 aras\u0131ndaki u\u00e7u\u015f kazalar\u0131n\u0131n analizini temel alan Hilton Raporu 1993 y\u0131l\u0131nda yay\u0131nlad\u0131. Raporun bilimsel sonucu, \u201c60 ya\u015f civar\u0131 pilotlar\u0131n kaza oranlar\u0131nda art\u0131\u015f oldu\u011funa dair bir ipucu elde edilemedi\u011fi\u201d \u015feklindeydi. Amerikan Ulusal Sa\u011fl\u0131k Enstit\u00fcs\u00fc (NIH) ve Profesyonel Pilotlar Federasyonu (PPF) da ticari havac\u0131l\u0131kta u\u00e7an pilotlar i\u00e7in, \u00f6nemli bir sa\u011fl\u0131k sorunu olmad\u0131k\u00e7a ya\u015f\u0131n bilimsel bir engel te\u015fkil etmedi\u011fini savundular. Ya\u015fl\u0131 pilotlarda u\u00e7u\u015f g\u00fcvenli\u011fiyle ilgili risk unsurlar\u0131 olarak, ileri ya\u015flarda artan hastal\u0131klar ve bunlara ba\u011fl\u0131 geli\u015fmesi olas\u0131 ani t\u0131bbi inkapasitasyon durumlar\u0131 \u00f6ne s\u00fcr\u00fcl\u00fcr. 60 ya\u015f kural\u0131na itiraz edenler, pilotlar\u0131n s\u0131k aral\u0131klarla t\u0131bbi kontrolden ge\u00e7iyor olmalar\u0131n\u0131n, olas\u0131 bir hastal\u0131\u011f\u0131n hemen belirlenece\u011fi i\u00e7in bu riskleri azaltt\u0131\u011f\u0131n\u0131 ileri s\u00fcrmektedirler. \u00d6rne\u011fin ileri ya\u015flarda artan ani t\u0131bbi inkapasitasyon durumlar\u0131 san\u0131ld\u0131\u011f\u0131ndan \u00e7ok azd\u0131r.<\/p>\n

Ya\u015fl\u0131 pilotlar\u0131n performanslar\u0131n\u0131n en iyi a\u00e7\u0131klay\u0131c\u0131s\u0131 kaza istatistikleridir; \u00f6rne\u011fin konu \u00fczerinde otorite olan ara\u015ft\u0131rmac\u0131lardan Dr. Guohua Li, 1983-1997 periyodunda, 3306 pilotu ve bunlar\u0131n kar\u0131\u015ft\u0131klar\u0131 165 u\u00e7u\u015f kazas\u0131n\u0131 incelemi\u015f, 40-49 ve 50-63 ya\u015f gruplar\u0131ndaki pilotlar\u0131n kaza oranlar\u0131nda ve sim\u00fclat\u00f6r u\u00e7u\u015fu performanslar\u0131nda ya\u015fa ba\u011fl\u0131 anlaml\u0131 farklar bulunmad\u0131\u011f\u0131n\u0131 ortaya koymu\u015ftur. Baker genel havac\u0131l\u0131kta 55-63 ya\u015f pilotlar\u0131n kaza oranlar\u0131n\u0131n daha az, 40-49 ya\u015f grubu erkek pilotlar\u0131n insan hatas\u0131 (karar verme) oranlar\u0131n\u0131n daha y\u00fcksek oldu\u011funu iddia etmektedir. Japonya\u2019da 1991-2001 y\u0131llar\u0131ndaki ticari havayolu u\u00e7u\u015flar\u0131n\u0131 kapsayan bir ba\u015fka ara\u015ft\u0131rmada, 60-63 ya\u015flar\u0131nda 159 pilotun 84.000 saat u\u00e7u\u015f yapt\u0131klar\u0131, bu periyotta ger\u00e7ekle\u015fen 27 kazadan hi\u00e7birinde bu pilotlar\u0131n rol\u00fc olmad\u0131\u011f\u0131, t\u0131bbi de\u011ferlendirilmelerinin de normal s\u0131n\u0131rlar i\u00e7inde oldu\u011fu sonucu al\u0131nm\u0131\u015ft\u0131r.<\/p>\n

Bu tart\u0131\u015fmalar\u0131n \u00f6znesi olan ya\u015fl\u0131ca pilotlara en \u00e7ok \u201cneden, ve ka\u00e7 ya\u015f\u0131na kadar u\u00e7mak istedikleri ?\u201d sorusu sorulmu\u015ftur. Bu sorular\u0131n alt\u0131nda, 60 ya\u015f\u0131na gelen pilotlar\u0131n \u201ciyi d\u00fczeydeki maa\u015flar\u0131n\u0131, toplumsal prestijlerini ve mesleki kariyerlerini kaybetmemek i\u00e7in sonsuza kadar u\u00e7maya raz\u0131 olduklar\u0131\u201d kinayesi vard\u0131r. Konuya \u015f\u00fcpheci g\u00f6zlerle bak\u0131ld\u0131\u011f\u0131nda ya\u015fl\u0131 pilotlar\u0131n da gen\u00e7-orta ya\u015fl\u0131 pilotlara imal\u0131 bir sorusu vard\u0131r: ticari havac\u0131l\u0131kta ya\u015fl\u0131 say\u0131lan (55 ya\u015f \u00fcst\u00fc) pilotlar\u0131n oran\u0131 sadece % 5-6\u2019d\u0131r ve kalan % 95 oran\u0131ndaki di\u011ferleri, u\u00e7u\u015f g\u00fcvenli\u011fini bahane ederek, ama ger\u00e7ekte kendi ekonomik gelirlerini ve u\u00e7u\u015f kariyerlerini y\u00fckseltmek amac\u0131yla ya\u015fl\u0131ca grubun uzakla\u015ft\u0131r\u0131lmas\u0131n\u0131 istiyor olamazlar m\u0131 ?<\/p>\n

Bug\u00fcnk\u00fc Uygulamalar<\/p>\n

Son y\u0131llarda d\u00fcnyada 60 ya\u015f kural\u0131n\u0131n yumu\u015fat\u0131lmaya \u00e7al\u0131\u015f\u0131ld\u0131\u011f\u0131 g\u00f6zlenmektedir :<\/p>\n

1. Uluslararas\u0131 Sivil Havac\u0131l\u0131k \u00d6rg\u00fct\u00fc (ICAO), 1994 tarihli \u00e7al\u0131\u015fma raporunda, kaptan pilotlar i\u00e7in 60 ya\u015f kural\u0131n\u0131 benimsemekle birlikte, ikinci pilotlara ya\u015f s\u0131n\u0131rlamas\u0131 getirmemi\u015ftir.<\/p>\n

2. Avrupa Birle\u015fik Havac\u0131l\u0131k Otoritesi (JAA) de benzeri bir kararla, 1999 y\u0131l\u0131ndan beri birden fazla pilotun kumanda etti\u011fi u\u00e7aklarda, pilotlardan birinin 60-65 ya\u015flar\u0131nda olmas\u0131na m\u00fcsaade etmektedir.<\/p>\n

3. ABD Federal Havac\u0131l\u0131k \u0130daresi (FAA) ise 60 ya\u015f\u0131n\u0131 ge\u00e7en pilotlara 121 kategorisinde u\u00e7u\u015f m\u00fchendisi, di\u011fer kategori u\u00e7u\u015flarda pilot olarak g\u00f6rev yapma izni vermektedir.<\/p>\n

Bug\u00fcn havac\u0131l\u0131k d\u00fcnyas\u0131nda 60 ya\u015f kural\u0131n\u0131 kat\u0131 bi\u00e7imde uygulayan \u00fclkeler ABD, Fransa ve Almanya\u2019d\u0131r. FAA, ba\u015fka \u00fclke u\u00e7aklar\u0131 ABD hava sahas\u0131nda u\u00e7acaklar\u0131 zaman ICAO standartlar\u0131na uymalar\u0131n\u0131 istemektedir. B\u00fcy\u00fck yolcu u\u00e7aklar\u0131nda g\u00f6rev yapan (121 kategorisi) pilotlar\u0131n ya\u015f s\u0131n\u0131r\u0131n\u0131 uzatmada \u00f6nc\u00fcl\u00fck eden \u00fclkelerden birisi Japonya\u2019d\u0131r; 1991 y\u0131l\u0131ndan beri s\u0131n\u0131r\u0131 63\u2019e getirmi\u015f olup, 65\u2019e y\u00fckseltmeye haz\u0131rlanmaktad\u0131r. Kanada, Avustralya, Yeni Zelanda, Rusya Federasyonu, Ukrayna ve Belarus, pilotlar\u0131na ya\u015f s\u0131n\u0131r\u0131 koymayan \u00fclkelerdir. JAA de inisiyatif kullanarak Avrupa Birli\u011fi \u00fcyesi \u00fclkelerin \u00e7o\u011funda ya\u015f s\u0131n\u0131r\u0131n\u0131 uzatm\u0131\u015ft\u0131r. Bug\u00fcn 65 ya\u015f kural\u0131 uygulayan \u00fclkeler \u015funlard\u0131r : \u0130ngiltere, \u0130svi\u00e7re, \u0130sve\u00e7, Danimarka, Finlandiya, \u0130zlanda, Yunanistan, Malta, \u0130srail, Bahreyn, Sudan, G\u00fcney Afrika Cumhuriyeti ve Peru. Ya\u015f s\u0131n\u0131r\u0131 62 olan \u00fclkeler \u00c7ek Cumhuriyeti ve Panama; 61 olanlar \u0130ran ve Tayland\u2019d\u0131r. T\u00fcrkiye 2002 y\u0131l\u0131ndan itibaren ticari havayolu pilotlar\u0131n\u0131n ya\u015f limitini 64 ya\u015f sonuna getirmi\u015ftir.<\/p>\n

Konuya performans a\u00e7\u0131s\u0131ndan yakla\u015f\u0131ld\u0131\u011f\u0131nda ya\u015f, performans\u0131 azaltan birinci fakt\u00f6r de de\u011fildir; \u00f6rne\u011fin stresin olumsuz etkileri \u00e7ok daha fazlad\u0131r. Ki\u015filer aras\u0131 ileti\u015fim ve uyum sorunlar\u0131, d\u00fc\u015f\u00fcn\u00fc\u015f ve davran\u0131\u015f bozukluklar\u0131 da ya\u015ftan daha \u00f6nemli problemlerdir; ama bunlar \u00e7o\u011fu zaman g\u00f6zden ka\u00e7ar, ya\u015f gibi somut ve puanlanabilir unsurlar \u00f6ne \u00e7\u0131kar. Ya\u015fl\u0131l\u0131\u011f\u0131 da, u\u00e7u\u015fa t\u0131bbi uygunlu\u011fu da kronolojik ya\u015f ile de\u011fil, nesnel ve bilimsel sa\u011fl\u0131k\/performans verileriyle de\u011ferlendirilmek daha do\u011frudur.<\/p>\n

U\u00e7a\u011fa bir yolcu olarak ad\u0131m\u0131n\u0131 atan s\u0131radan bir insan\u0131, pilotun ka\u00e7 ya\u015f\u0131nda oldu\u011fu de\u011fil, u\u00e7u\u015fun \u00f6zellikle kritik durumlarda en do\u011fru karar ve kumandalarla, g\u00fcvenlik i\u00e7inde tamamlanmas\u0131 ilgilendirir. Pilotun performans\u0131nda ya\u015fa veya ba\u015fka sa\u011fl\u0131k sorunlar\u0131na ait bozulmalar bilimsel verilerle saptand\u0131\u011f\u0131nda, onu u\u00e7u\u015ftan uzakla\u015ft\u0131rmak, kronolojik ya\u015f gibi ki\u015fiden ki\u015fiye \u00e7ok de\u011fi\u015febilen bir \u00f6l\u00e7\u00fcye uymaktan daha mant\u0131kl\u0131d\u0131r. Havac\u0131l\u0131kta birinci kayg\u0131 u\u00e7u\u015f g\u00fcvenli\u011fidir ve pilotun ya\u015f\u0131 da dahil t\u00fcm de\u011ferlendirmeler, bilimsel yakla\u015f\u0131mlara ve konunun uzman\u0131 ehil ellere gereksinim duymaktad\u0131r.<\/p>\n

Yazan :<\/strong> Do\u00e7 Dr Muzaffer \u00c7eting\u00fc\u00e7<\/p>\n","protected":false},"excerpt":{"rendered":"

Pilot performans\u0131n\u0131 azaltan t\u00fcm unsurlar\u0131n \u00e7ok ciddiye al\u0131nd\u0131\u011f\u0131 havac\u0131l\u0131k d\u00fcnyas\u0131nda pilotlar\u0131n hangi ya\u015fa kadar etkin g\u00f6rev yapabilecekleri konusu da 50 y\u0131ld\u0131r tart\u0131\u015f\u0131lmaktad\u0131r. 1950\u2019li y\u0131llarda havayolu pilotlar\u0131n\u0131n emeklilik ya\u015flar\u0131 65 iken, jet u\u00e7aklar\u0131na ge\u00e7ilmesi, u\u00e7ak performanslar\u0131n\u0131n, u\u00e7u\u015f mesafelerinin ve yolcu say\u0131lar\u0131n\u0131n artmas\u0131 nedeniyle baz\u0131 havayolu \u015firketleri 60 ya\u015f\u0131na gelen pilotlar\u0131n s\u00f6zle\u015fmelerini tek yanl\u0131 olarak feshetmeye ba\u015flad\u0131lar. 1959 y\u0131l\u0131nda ABD Federal Havac\u0131l\u0131k […]<\/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-928","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\/928","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=928"}],"version-history":[{"count":1,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/posts\/928\/revisions"}],"predecessor-version":[{"id":930,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=\/wp\/v2\/posts\/928\/revisions\/930"}],"wp:attachment":[{"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=928"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=928"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.hvtd.org\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=928"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}