Features

Catalysing India’s Rise in Global Aviation Finance The article co-authored by Nand Gopal Anand, Partner and Vrindesh Patel, Sr. Associate from JSA’s Banking & Finance practice dwells upon India’s evolving legal and tax framework for aircraft leasing, the strategic role of GIFT City in competing with global aviation finance hubs and how the recent legislative reforms support capital self-reliance in aviation, aligned with the ‘Atmanirbhar Bharat’ vision. India’s aviation sector has rapidly become a focal point in global markets, underpinned by robust economic growth, burgeoning middle class, and progressive policy reforms. Today, India stands as the third-largest domestic aviation market. Recent initiatives, such as the expansion of UDAN scheme, and development of 50 new airports, alongside ongoing Greenfield developments of Noida and Navi Mumbai International Airports, reflect Government’s comprehensive strategy to promote air travel and foster inclusive regional growth and connectivity. Building on this momentum, Indian airlines have been placing record-setting aircraft orders, to cater the current and anticipated demand. This presents a unique opportunity for India to evolve from a high-demand market into a global centre for aircraft leasing and financing. Traditionally, this market has been dominated by jurisdictions like Ireland, Singapore, and Hong Kong, owing to their favourable tax and legal regimes. The Gujarat International Finance Tec-City (GIFT City) encompasses the required catalysts for achieving India’s ambition to become a global aviation finance hub, by providing a competitive platform for financial services and cross-border transactions. Progressively, the Government and the International Financial Services Centres (IFSC) Authority have introduced comprehensive incentive regime, including direct and indirect tax benefits, amongst other regulatory advantages, to attract global lessors and financiers to operate from GIFT City. However, establishing a successful aircraft leasing and finance market requires a strong regulatory foundation and legal certainty, along with fiscal incentives. Historically, India’s aircraft leasing framework suffered from procedural delays, inadequate creditor remedies, and jurisdictional ambiguity (as witnessed in the Go First Airlines insolvency saga). Recognizing these challenges, the Government has implemented critical legislative reforms over the years such as: * IBC Carve-Out for Aircraft (October 2023):By way of a notification under Section 14(3)(a) of the Insolvency and Bankruptcy Code, 2016 (IBC), aircraft and aviation assets were exempted from the automatic moratorium, enabling timely asset repossession by lessors and creditors during insolvency. * The Bharatiya Vayuyan Adhiniyam, 2024: Replacing the nearly century-old Aircraft Act, 1934,this modern legislation enhances the DGCA’s enforcement powers and aligns Indian aviation law with International Civil Aviation Organization norms. * Protection of Interests in Aircraft Objects Act, 2025:India’s most consequential aviation finance statute to date, this Act implements the Convention on International Interests in Mobile Equipment (CIIME) and Protocol to the CIIME on Matters specific to Aircraft Equipment, which India ratified in 2008. Effective May 1, 2025, the Act introduces internationally harmonized protections for lessors, financiers, and secured creditors.Key features include a national registry with DGCA, repossession within 60 days without judicial intervention and detention of aircraft by the Government. These reforms signal that the regulatory framework in India has sufficiently matured to support a thriving aircraft leasing and financing market in GIFT City.The transformational potential was demonstrated in March 2025 when AI Fleet Services Ltd., a Tata Group subsidiary, secured a long-term USD financing for the acquisition of 34 Airbus A350-900 aircrafts for Air India. Structured entirely within GIFT City, without relying on traditional offshore jurisdictions, this deal marked a definitive pivot towards self-reliance in aviation finance and showcases the readiness of India’s IFSC ecosystem. With consolidations such as Air India and Vistara, new entrants like Akasa Air, and aggressive fleet expansions, capital demand in India’s aviation sector is surging. With the implementation of the Aircraft Objects Act and continued development of GIFT City, India has all the ingredients to emerge as a significant player in global aviation finance. Aligning with the vision of ‘Atmanirbhar Bharat’,catering the capital demand for India’s aviation sector from financial capabilities within the country’s institutional framework, i.e.,GIFT City,offers a remarkable opportunity to establish India as a leading global aviation leasing and financing hub, extending benefit to all stakeholders. ( Views expressed are personal)

  By Sudeep Sharma , Director, Safe Fly Aviation Aircraft engines are the heart of any airplane, often accounting for 30-50 per cent of an aircraft’s total value. Accurately valuing an engine is critical for buyers, sellers, financiers, and insurers in the aviation industry. A well-maintained engine can significantly boost an aircraft’s marketability, while a poorly maintained one can reduce its value or deter buyers. This comprehensive guide explores the key factors to consider when assessing an aircraft engine’s value, including engine specifications, maintenance history, Life-Limited Parts (LLPs), market trends, and operational environment. Interactive charts are included to help visualize these factors, making it easier to understand their impact. Why Engine Valuation Matters The engine is one of the most expensive components of an aircraft, and its condition directly impacts resale value, financing options, and insurance premiums. According to VREF, a leading aircraft valuation service, engine condition—verified through maintenance records, logbook reviews, and inspections—is central to determining an aircraft’s market value. For example, a mid-time engine with significant hours remaining before its Time Between Overhaul (TBO) can add tens of thousands of dollars to an aircraft’s price, while an engine nearing TBO may require costly maintenance, lowering its appeal. This guide covers the critical factors influencing engine value, with detailed insights into LLPs and other technical aspects, supported by interactive charts for clarity. Key Factors in Valuing an Aircraft Engine 1. Engine Type and Specifications The type of engine—piston, turboprop, or jet—fundamentally affects its value due to differences in design, performance, and application. Each engine type has unique specifications that influence its market worth: Piston Engines: Common in general aviation aircraft like Cessna 172s or Piper Cherokees, piston engines (e.g., Continental IO-520, Lycoming O-360) are valued based on horsepower, reliability, and airframe compatibility. Their TBOs typically range from 1,800-2,000 hours. Turboprop Engines: Found in aircraft like the Beechcraft King Air or Pilatus PC-12, turboprops (e.g., Pratt & Whitney PT6A) are prized for durability and efficiency, with TBOs often exceeding 3,600 hours. Jet Engines: Used in business jets and commercial airliners (e.g., GE CF34, Rolls-Royce BR725), jet engines are high-value components with valuations tied to thrust ratings, fuel efficiency, and maintenance programs. Their TBOs can range from 4,000 to 8,000 hours. Key Specification Metrics: Thrust or Horsepower: Higher output (e.g., 180 HP for a Lycoming O-360, 8,700 lbs thrust for a CF34-3B) increases value. Time Between Overhaul (TBO): Engines with longer TBOs, like the PT6A’s 3,600 hours, are more valuable due to lower maintenance frequency. Fuel Efficiency: Modern engines with better specific fuel consumption (SFC) are more desirable. Weight and Size: Lighter engines with comparable power output are preferred for performance. Engine Type Comparison 2. Maintenance History and Condition A detailed maintenance history is critical to engine valuation. Buyers and appraisers scrutinize records to assess condition and reliability. Key elements include: Time Since Major Overhaul (TSOH): Engines closer to their TBO limit are worth less unless recently overhauled. For example, a Lycoming O-360 with 200 hours since overhaul is significantly more valuable than one with 1,800 hours. Logbook Completeness: Comprehensive logbooks documenting maintenance, repairs, inspections, and overhauls are essential. Missing logs can reduce value by 10-20%. Service Bulletins and Airworthiness Directives (ADs): Compliance with manufacturer service bulletins and FAA/EASA ADs ensures safety and regulatory standards. Non-compliance can lead to costly repairs. Damage History: Engines with prop strikes, corrosion, or foreign object damage (FOD) are devalued, even if repaired. A prop strike may require a $10,000-$20,000 teardown inspection for a piston engine. Maintenance Program Enrollment: Engines in programs like Rolls-Royce’s CorporateCare or Pratt & Whitney’s ESP provide predictable maintenance costs, increasing value. Tip: Engage a professional appraiser from VREF or the National Aircraft Appraisers Association (NAAA) to verify maintenance records. Impact of TSOH on Engine Value 3. Life-Limited Parts (LLPs) Life-Limited Parts (LLPs) are critical components in jet and turboprop engines with defined lifespans, measured in cycles (takeoffs and landings). LLPs, such as turbine blades, disks, and compressors, must be replaced when they reach their cycle limit, as mandated by manufacturers and regulatory bodies like the FAA or EASA. LLP status significantly impacts engine value, particularly for high-value jet engines. Key LLP Considerations: Cycle Limits: Each LLP has a specific cycle limit (e.g., 15,000 cycles for a CFM56-7B turbine disk). Engines with LLPs nearing their limits require costly replacements, reducing value. Remaining Cycles: Engines with significant remaining cycles (e.g., 10,000 cycles on a 15,000-cycle limit) are more valuable. LLP replacement for a CF34 engine can cost $500,000-$1,000,000. Documentation: Accurate LLP tracking in maintenance records is essential. Missing data can lead to conservative valuation assumptions. Replacement Costs: LLP replacement costs vary by engine type, with larger engines like the GE90 being more expensive than smaller ones like the CF34. Example: An engine with 5,000 cycles remaining on its LLPs is more valuable than one with 1,000 cycles, as buyers face lower near-term maintenance costs. LLP replacement can account for 20-30% of overhaul costs. LLP Cycles vs. Engine Value 4. Market Trends and Demand Engine value is influenced by supply and demand in the aviation market. Key factors include: Popularity of Aircraft Models: Engines for popular aircraft like the Cessna 172 (Lycoming IO-360) or Boeing 737 (CFM56) hold higher value due to demand. Availability of Parts: Engines with readily available spare parts, like the PT6A, are more valuable than those for out-of-production aircraft. Fuel Type Trends: Engines compatible with sustainable aviation fuels (SAF) or unleaded fuels like UL91 or 100UL are gaining value, driven by environmental regulations and initiatives like the FAA’s EAGLE program. Economic Factors: Economic downturns, fuel price volatility, or supply chain disruptions (e.g., post-2020 semiconductor shortages) can affect demand. Market Demand for Engine Types 5. Modifications and Upgrades Engines with modifications or upgrades often command higher values due to improved performance or compliance. Examples include: Supplemental Type Certificates (STCs): STCs for performance enhancements, like increased horsepower or noise reduction, boost value. Avionics Integration: Engines paired with modern avionics, like Garmin G1000, enhance aircraft value. Performance Enhancements: Modifications like Raisbeck strakes

                                       By Mark D Martin, CEO Martin Consulting Air India Flight 171 killed 230 passengers including 169 Indians,11 children and 2 infants; 53 British, 1 Canadian, 7 Portuguese, 2 pilots, 10 crew and former BJP Gujarat Chief Minister Vijay Rupani in possibly the most tragic and shocking air disaster in 40 years. There’s a very good reason why the investigation into the cause of this crash is now a multinational global enquiry with active oversight from the United Kingdom Civil Aviation Authority (UKCAA), FAA (Federal Aviation Administration), the National Transportation Safety Board (NTSB), The European Aviation Safety Agency (EASA), Transport Canada in addition to Boeing, the Indian DGCA and the AIB. And that is, this is the first ever controlled flight Air Disaster involving the Boeing 787-8 Dreamliner aircraft operated now by a Privately owned Air India by the Tata’s and Singapore Airlines with a 24% Shareholding in the airline. Over the last 20 years passengers attacked and lambasted the Government of India for running a shoddy Air India with losses, Unions with an indifferent and arrogant attitude with service, quality, and standards. Shockingly though, Air India under Government ownership flew, operated without any major air incident, disaster and catastrophe in forty years, except possibly Air India being a victim of world Terror (AI 182 Kanishka). If-it-aint-broke-don’t-fix-it The problem with Air India is a systemic and malignant archaic structure along with an aging fleet, breaking aircraft and a maintenance backbone that can’t keep up with industry standards reliability and product freshness. Not branding. In 2021 the Government handed over a ‘net-of-loss’ Air India to Tata and Singapore Airlines and it was expected that an Air India under private management and ownership with begin with addressing some of the glaring problems the airline faced. And Tata’s an expert with this, in the way they transformed TATA Motors and Tata Steel. This needed effort with adult supervision with Air India’s new management roll its sleeves up to fix the real problem ground up. Instead, the management chose to ‘modernize’ the airline with an inane branding exercise and took the ‘jugaad’ path to solving the dilapidated product image with a gradual and painstakingly slow fleet induction process that will span 5 years of aircraft deliveries from Airbus and Boeing. Air India is the only airline since it went to private ownership with the highest amount of recorded safety violations linked to financial penalties and fines by the DGCA. This was with training lapses, crew proficiency, maintenance reliability shortfalls and quality control. With 95% percent of Air India’s fleet being on average of 18 to 20 years old, sooner or later there was bound to be signs of a possible breakdown with reliability and quality assurance. And that’s what we saw in Ahmedabad. Could Something Have been Done to improve AI 171 Crash Survivability? What appears to have gone wrong with AI171 is a complete loss of engine power that prevented the aircraft from climbing and/or continuing flight leading to the aircraft dropping like a rock. Why this happened should form the core element of investigation for the multinational investigator delegation as everything from engine maintenance, Digital Engine Control System(FADEC) to the sudden loss of power at 600 ft will be scrutinized. the very location and presence of India’s airports too are an utter disaster and an a clear apparent safety hazard during an emergency. Every Indian Airport today is surrounded by extreme urbanization with residential apartments, office blocks, colleges, hospitals and malls, and in during a sudden event of loss of power with any aircraft, there’s no way any aircraft can be put down safely. There’s a very good reason why most airports in Europe and Asia ban urbanization near and around airports to allow for better and safer controlled forced landings. And we know this when we take off or land from an airport in Europe and Asia, all that one sees is open farming agriculture fields with no obstacles that allow for safer and better controlled emergency landings. Crack the Whip, Fix the House, Hold Those Accountable The Air India Conundrum | The Government does not own Air India, Tata and SIA does. And its high time that those in Management are held accountable and responsible for this incident. Fixing Air India needs to bottom up, not top down ‘jugaad. The findings from the investigation needs to be put into immediate action, be it maintenance practices, phasing out an entire fleet or fixing the broken maintenance system that plagues Air India. Before Tata-SIA inducts more aircraft, it’s imperative that they establish a robust airline maintenance structure and system to support both existing aircraft and the new fleet. Fix the House, India Airports Need a Shake up | With Delhi, Mumbai, Bangalore, Hyderabad, Calcutta and Bangalore nestled in the midst of dense urbanization, right now there’s a zero chance of crash survivability when the chips are down and a pilot can’t bring back the aircraft to the airport. India needs to relook all its airports and start making plans to relocate every airport as far away from dense urban catchments. This will be long, slow and painful, but it needs to be done Crack the Whip, Hold Those Accountable | With over 10 regulators, Boeing and nearly 5 foreign Governments watching over the Incident and Accident Enquiry of Air India 171, and a crash in the heart of Gujarat, the home city of Prime Minister Modi, I reckon this time, we should see the most unbiased, neutral and fiercely independent investigation and Court of Inquiry, ever. With the world wanting to know what went wrong with the 787-8, factuality and prime facia evidence will be the lynchpin of the cause with what went wrong. The findings, such as they may be, has to be enforced, embedded and integrated into operations worldwide and those responsible must be held accountable should be indicted to the

Anyone with even the slightest experience of cars, especially older cars, knows that corrosion can mark the demise of a vehicle’s lifecycle. Rust on the body or panels will undermine its structural integrity, and will undoubtedly affect the car’s performance. Now, apply this to aircraft, which can also suffer from corrosion (they share similar materials, after all). If you do not maintain an aircraft’s exterior, it too will corrode. And this corrosion can affect not only the airframe, but also the plane’s avionics. It can degrade components, increase maintenance costs if left unchecked, and ultimately possibly lead to catastrophic failures. As Veronika Andrianovaite, CCO of Nordic Dino Robotics, explains,“That’s why it’s essential to stay on top of maintenance and prevent corrosion from developing. After all, it’s our priority to ensure that aircraft remain as safe and reliable as possible. In our industry, the only standard that needs to be followed when it comes to airworthiness is excellence.” The causes and types of aircraft corrosion When certain metals come into contact with water and oxygen, a natural oxidation process begins wherein such refined metals are converted into more stable compounds like oxides or hydroxides. This process, which is relentless, can fundamentally threaten durability and airworthiness. As Andrianovaite illustrates, “During Nordic winters, airports regularly use de-icing fluids and salt to keep runways operational. While these substances protect against dangerous ice, they create other risks. The same salt that leaves a white residue on cars also attacks paint, eventually exposing metal to air and moisture. Over time, this leads to significant corrosion on vehicles. Aircraft face similar challenges, particularly when based near coastal areas where salt exposure is constant.” Further complicating matters is the fact that there are different types of corrosion that can impact an aircraft. It is important to understand that there are lots of types of corrosion that can attack the aircraft in different ways. For example, galvanic corrosion, which happens when you have different types of metal coming in electrical contact in the presence of an electrolyte like salt water. This is more common on mixed metal assemblies. As Andrianovaite continues,“Then there’s pitting corrosion, where localised corrosion creates little cavities in the surface of the material. You’ll see this when aluminium alloys are exposed to chloride. Then, in those places where there’s confined spaces, like joints, the collection of stagnant moisture can lead to crevice corrosion. Meanwhile, wear and corrosion can occur at those points where there’s repeated mechanical motion. The term for this is fretting corrosion. I don’t think it needs saying, but an aircraft is a complex mechanical system, which means you need to be extra vigilant.” Combatting corrosion: having a proactive strategy is key As was noted earlier, the process of corrosion is relentless. Once it has started, its onset can be fast and destructive. Ms. Andrianovaite has an anecdote from one of Nordic Dino’s clients that acts as a shocking illustration of this: “One of our customers told us a story involving the transportation of salted fish. The freight was always placed in the luggage compartment which after 6 months due to the salty nature of the product became corroded and caused damage to the aircraft structure. I was surprised to see how much damage can be done in such a short amount of time. It once again showed the importance of corrosion-preventive measures.” What corrosion-preventive measures are there? Veronika explains,“So, my first piece of advice is to be aware of the places on an aircraft that are most susceptible to corrosion. Fuselage and Skin Panels, Wing and Tail Surfaces, Landing Gear, Engine Components, and Fasteners and Connection Points, these all need to be regularly checked. But the reality is that there is no other real way to protect your aircraft from corrosion than washing it regularly.” She continues, “Boeing, for example, recommends that crack and corrosion inspections should be performed every quarter, and this is the time that most airlines will typically schedule aircraft washing so that they can minimise cleaning expenditure. This approach might appear cost-effective initially, but by scheduling washing so infrequently, you are opening yourself up to the possibility of corrosion developing. And once that happens, you’ll be looking at more downtime, and even service disruptions.” According to Ms. Andrianovaite, airlines are becoming increasingly aware of these issues. Thankfully, instead of having to invest in specialized training and equipment, it is now possible to deploy skilled technicians to client locations where they can perform comprehensive cleaning services. With the help of robotic cleaning solutions, the resources that previously could allow only 1 wash, allow 2 or 3 for the same amount of work and washing solutions. (Views expressed are personal)

By Willie Walsh, IATA’s Director General 2025 will be an exciting year for Indian aviation. June will be a highlight when Delhi will turn into the global aviation capital as industry leaders from around the world gather for the 81st IATA Annual General Meeting and World Air Transport Summit, sponsored by IndiGo. Those gathering for the event will be impressed. India’s place in global aviation has changed dramatically over the last decade. With record aircraft orders, impressive growth, and world-class infrastructure developments, India is firmly established as the fourth largest market (domestic & international) for aviation in the world. And within this decade IATA’s own projections point to India rising to be the third largest. India’s rapidly modernizing and expanding aviation sector is a huge good news story for the country. The aviation industry in India employs 369,700 people directly and generates USD 5.6 billion of economic output. When you include the additional benefits that aviation brings, such as tourism, the number rises to 7.7 million jobs in India and USD 53.6 billion in economic contribution. That is 1.5% of India’s GDP! Throughout my career, I have been a keen observer of India’s aviation industry. The potential that everybody could see for decades is finally being realized. I have never been more excited about India’s aviation prospects. Part of the excitement is due to the remake of India’s airline sector. Air India’s rebirth with new ownership is placing renewed focus on its service with exciting developments in its fleet and product offering. And IndiGo has built-up a very impressive footprint across India and regionally. With a world-leading market capitalization, there is enormous confidence in its prospects. India’s consumers have never been so well-served by its domestic carriers – with a rapidly expanding network, additional frequencies and connections, and growing competition. And with gateway airport capacity expansions in Delhi, Mumbai, Bangalore and Hyderabad, along with the imminent commissioning of second airports in Delhi and Mumbai – before IATA’s AGM in June – the potential for further aviation development is well-laid. Critically, India has the talent needed to achieve a growing future, unlike many parts of the world which are facing some challenges. With the highest proportion of female commercial pilots in service, India clearly demonstrates that aviation is a solid career choice regardless of gender. And more great jobs will be created as India recognizes the opportunity for greater investment in maintenance, repair and overhaul facilities. We are also seeing policy measures by the Indian government, and the Civil Aviation Ministry in particular, that are supporting future success. There are several examples. Clarity was established with regard to the rights of aircraft lessors in the context of India’s bankruptcy laws – and an impending parliamentary bill ratifying and aligning India’s stance with international conventions will help with predictability and consistency. Airline objections against overreach by India’s GST investigation agencies were addressed. The government exempted the import of services into India between airline HQs and their local branches, respecting international conventions. AERA—the Airports Economic Regulatory Authority of India —is establishing a track record of countering the natural monopolistic behavior of airports and protecting consumer interest. While we can truly celebrate these achievements, we must not take for granted the continued success of India’s aviation future. There is more work to be done. In particular, I would highlight three areas: costs, airspace and sustainability. Costs Aviation is not a high margin industry. At the global level, the net profit margin is just 3.6%. So every cost, charge, and tax matters. India would do well to look at rationalizing fuel (ATF) costs; easing out some of the complex compliance and regulatory burdens for the industry; and continued oversight on airport user charges and their linkage to service and performance standards. Airspace The amazing developments in India’s airport infrastructure need to be matched with developments in India’s airspace. With thousands of aircraft due to join India’s fleet in the coming years, investments to further modernize airspace management are critical—in particular for oceanic and continental airspace. India must not follow the underinvestment example of Europe which results in widespread inefficiency. Sustainability Airlines’ global commitment to achieve net zero by 2050 is determined and firm. We expect the bulk of aviation’s decarbonization to be achieved with sustainable aviation fuel (SAF), which is a real opportunity for India. India is the third largest ethanol producer and consumer in the world. This is proof of the potential for it to become a key SAF producer utilizing the Alcohol-to-Jet (AtJ) pathway. This would contribute to India’s energy security, propel the aviation sector’s growth and enhance India’s hub status in the region—delivering enormous social and economic benefits for India’s development. Bringing the IATA AGM and World Air Transport Summit to Delhi in June is sure to be a highlight for the global aviation community. It is an opportunity for India to cement its rise in global aviation by continuing to put in a policy and economic environment that will realize, and most likely exceed, the potential that we all see for aviation in India. Content Courtesy: IATA ( This feature is sourced from IATA website and published  unedited on as it is basis with due courtesy. IATA is organising its AGM hosted by IndiGo in June in New Delhi, Aviation World as an accredited media has published this content as part of the information purpose only.)  https://www.iata.org/en/pressroom/opinions/willie-walsh-india-aviation-industry/#:~:text=By%20Willie%20Walsh%2C%20IATA’s%20Director,Transport%20Summit%2C%20sponsored%20by%20IndiGo.

Aviation World Feature Each year the aviation industry develops new solutions to improve ground handling operations efficiency and increase worker safety. More and more companies are adopting enhanced ground support equipment (GSE) that can benefit both by advancing operational performance and helping to avoid incidents at work. A good example of such useful GSE is automated aircraft-cleaning robots. These modern cleaning systems can optimise productivity and protect workers from significant risks associated with manual cleaning operations. Veronika Andrianovaite, CCO of Nordic Dino Robotics AB, explains how robotic cleaning systems can transform daily airline operations by prioritising worker safety and setting new industry standards. Although manually cleaning aircraft exteriors is considered standard in aviation, it presents several risks. Exposure to hazardous chemicals, physical strain, and working at dangerous heights – all of these factors pose potential dangers to personnel. As well, the process of manually cleaning an aircraft involves repetitive motions, lifting heavy equipment, frequent bending and stretching. Over time this can lead to fatigue and strain among maintenance workers. To address this issue, ground handling companies could adopt robotic cleaning systems like Nordic Dino, which help reduce human labour. “These advanced machines are designed to handle the most demanding aspects of cleaning, reaching high and low surfaces effortlessly. The shift toward robotic aircraft-cleaning systems significantly reduces risks for those working in the industry and also enhances efficiency, thereby reducing ground handling costs,” says Veronika Andrianovaite. One more issue is the use of powerful cleaning agents – chemicals that help remove dirt, grime, and environmental contaminants that accumulate on the aeroplane exterior. But when workers are frequently exposed to them, these chemicals can pose serious health risks. Veronika Andrianovaite warns that direct contact with harsh substances may lead to respiratory problems, skin irritation, and other long-term health concerns. “Robotic systems provide a safer alternative by automating the application of cleaning agents. It ensures precise and controlled distribution of the chemicals and minimises human interaction with potentially harmful substances. Moreover, those modern systems help to optimise the use of cleaning materials and, at the same, time reduce waste, environmental impact, and water consumption,” comments the CCO of Nordic Dino Robotics AB. According to the International Air Transport Association (IATA), the most frequently reported injuries among ground handling staff include slips, trips, falls, being struck by objects, and injuries related to lifting, carrying, pushing, or pulling. Falls from heights, though less frequent, are among the most severe. Working at elevated heights is a serious threat that workers face while cleaning the aircraft exterior manually. To clean the upper surfaces of an aircraft, the personnel often use scaffolding, lifts, or platforms, bringing the risk of falls and severe injuries. Furthermore, specific weather conditions, such as strong winds or rain, can increase the danger of harming yourself. “Advanced aircraft cleaning robots are equipped to navigate and clean elevated areas autonomously or by using remote operation. This allows workers to remain safely on the ground. These days, modern robots like Nordic Dino can prevent workplace accidents and enhance safety standards,” notes Andrianovaite. As the aviation industry continues to evolve, robotic cleaning systems are proving to be an invaluable asset to ground handling operations. Automated systems help airlines maintain the pristine appearance and operational efficiency of aircraft. Alongside this, high-tech robots protect the health and enhances the safety of those who keep the aircraft in top condition. (Views Expressed are personal)

By Dilip Kumar Damera: In the fast-evolving aerospace industry, the quest for lighter and more efficient designs has become a priority. Aerospace lightweighting is the strategic reduction of weight in aircraft and spacecraft using innovative manufacturing techniques, advanced materials, and optimising the structural design. This method not only augments fuel efficiency and reduces operational costs, but also improves performance and environmental sustainability. By integrating lightweight materials like carbon fibre composites, titanium alloys, and high-strength aluminium, along with advanced computational design tools, engineers can restructure development processes and attain advanced levels of design efficiency. This collaboration between lightweighting and design optimisation is restructuring the future of aerospace engineering. Simulation in Aerospace Lightweighting Simulation plays a key role in advancing aerospace lightweighting and improving design efficiency. With accurate, high-fidelity simulations of structural, thermal, and aerodynamic performance, simulation lets engineers assess the behaviour of lightweight materials and complex geometries under real-world conditions. This occurs long before physical prototypes are even built. This ability cuts the need for expensive time-consuming testing considerably and allows quick iterations and design optimisation. Mechanical, Fluent, and Composite PrepPost tools allow engineers to model stress distribution, fatigue life, and material interactions accurately to ensure structural integrity while also reducing weight. The integration of Multiphysics simulations and automated design work flows also quickens innovation, and so aerospace teams are able to meet strict performance, safety, and regulatory requirements in an efficient manner. From reducing fuel consumption and CO₂ emissions to enhancing manoeuvrability and cost-efficiency, the demand for lighter, more efficient aircraft structures is what is shaping the next generation of aerospace innovation.The benefits are manifold and include reduced reliance on costly physical prototypes, quicker iteration cycles, higher confidence in final part performance, better material selection and validation and compliance with rigorous aerospace standards. So, what are some of the vital facets of aerospace lightweighting? Use of Advanced Materials: Lightweighting commences with selecting the right materials. Granta empowers engineers with Material Intelligence by giving access to widespread, validated materials databases and tools to make data-driven material decisions. Engineers can digitise material properties and effortlessly incorporate them into CAE/CAD systems. This allows consistent and efficient material selection across organizations. Usage of composite materials like carbon fiber-reinforced polymers has shepherded in a new era of design flexibility and performance in aerospace structures. Nevertheless, simulating these materials accurately is still one of the most demanding engineering tasks. Unlike traditional isotropic materials, composites display anisotropic behaviour depending on fiber orientation, layering, and thickness as these variables must be precisely modelled to predict behaviour under stress. Composite PrepPost allows engineers to build layered composite structures, simulate fiber orientation, and assess failure modes like delamination or matrix cracking. This guarantees that the designs exploit the full potential of composite strength-to-weight ratios and that too without any compromise on safety. With the aerospace sector increasingly adopting high-performance alloys like titanium and advanced grades of aluminium, it is even more impactful as their behaviours under dynamic loading and varying temperatures can be simulated using non-linear and thermal analysis tools. In the development of a critical turbine component, a leading global aerospace supplier leveraged advanced simulation techniques to enable the use of lightweight metal powder-bed fusion, while still meeting the strict tolerances required by the aerospace industry Advanced Manufacturing Processes Additive manufacturing or 3D printing, has transformed aerospace part production completely as they are enabling geometries that were previously deemed impossible. With additive manufacturing (AM), engineers can apply material only where needed and it enables highly optimised, organic shapes and lattice structures. Nevertheless, the thermal history and scan patterns used in the AM process have a direct impact on the material micro-structure and, eventually, part performance. Additive Solutions provide a comprehensive simulation workflow for AM processes including Directed Energy Deposition (DED), Powder Bed Fusion (PBF), and Metal Sintering. They simulate part distortion, residual stresses, thermal profiles, and microstructure evolution. They are all key to ensuring the reliability of lightweight parts. For example, at a leading global aerospace company, distortion prediction and compensation through advanced simulation enabled the successful additive manufacturing of a large, geometrically complex component, achieving the required ±1 mm surface profile tolerance. The digital-first approach curtailed trial-and-error iterations and augmented the support structures and scan strategies required to print perplexing geometries – saving time and cost. Simulation is key to predicting these process-induced changes. One can simulate everything from powder bed fusion process parameters to the residual stress build up and resultant shape distortion. The scan vectors of specific machines can be simulated, helping to forecast defects like warping, keyholing, or balling, and guiding design modifications pre-print. The loop between ideation, design validation, and production quality is thus closed. Post-processing steps including support removal, heat treatment, and surface finishing can also be simulated. They are all key to aerospace applications where dimensional precision and fatigue life are mission critical. Design Optimisation Techniques Design optimization is at the core of lightweighting. Simulation allows engineers to explore thousands of design variations to identify the lightest, strongest, and most cost-effective solutions by automating design workflows. Topology optimization tools allow engineers to automatically generate geometry that meets performance requirements using the least amount of material. By identifying load paths and eliminating mass that is unnecessary, simulation’s optimization engine helps create material-efficient structures. Topology optimization tools, parametric studies, and multi-physics simulation allow aerospace teams to uncover performance trade-offs and attain optimal results sooner. Multiphysics simulations, including thermal, electrical, and fluid dynamics, are often incorporated into design iterations so that designs meet multiple objectives like aerodynamic performance, thermal dissipation and electromagnetic compatibility. Since aerospace components are exposed to extreme environments and high-stress conditions, this is relevant. In composite design, optimization also enables local tailoring of fiber orientation to meet directional load demands. Simulation tools provide an integrated platform for parametric optimization and engineers can explore dozens of configurations using high-performance computing. At a leading global aerospace supplier, iterative geometry compensation based on simulation feedback played a crucial role in the successful development of a lightweight component. The initial design exhibited significant deformation in unsupported

By Suresh Khadakbhavi We’ve come a long way in air travel, haven’t we? Remember those days of clinging to paper boarding passes, terrified of losing them and facing a total nightmare? Or reaching the airport hours early just to slog through endless manual check-ins and security lines? One has to hover near crackly PA systems, ears perked for any word on flight delays or gate switches, always on edge. Now, thanks to technology, those pain points are fading into memory. Today, technology has transformed every step of the journey into something smoother, guided by real-time updates and clever innovations. It’s worth noting how artificial intelligence is driving this evolution, with technologies like Machine Learning (ML), Natural Language Processing (NLP), and Robotic Process Automation (RPA) reshaping aviation. These innovations deliver remarkable benefits while presenting challenges that demand careful navigation. Several AI technologies underpin this transformation across the aviation ecosystem. Like Digi Yatra’s advanced biometric systems enable passengers to use their faces as a digital token, reducing airport entry times to seconds. Elsewhere, Computer Vision powers similar systems, such as at Singapore’s Changi Airport, where facial recognition verifies identities at gates. Machine Learning enhances operational precision — airlines using Rolls-Royce engines leverage it for predictive maintenance, analyzing sensor data to preempt engine issues, while air traffic systems like the U.S. NextGen optimize flight paths with satellite precision. Natural Language Processing elevates passenger interactions. Advanced chatbots, such as those planned for Digi Yatra with Large Language Models, will offer multilingual support via text or voice. Globally, airlines like KLM leverage NLP assistants for bookings and updates. Robotic Process Automation streamlines backend tasks — automating check-in data or baggage tracking — allowing staff to prioritize service quality. Benefits of AI-Driven Transformation The advantages are transformative. Efficiency is significantly enhanced; biometric systems eliminate repetitive document checks, while AI/ ML-driven scheduling reduces delays — Emirates, for instance, uses AI to anticipate weather disruptions. Decision-making is improved as well. Airlines harness ML for dynamic pricing, adjusting fares based on demand, and airports forecast passenger volumes to optimize resources. Cost savings follow—fewer delays, reduced fuel use through optimized routes, and automation of routine tasks lower expenses, benefiting the industry and travelers alike. Challenges in Adoption Adoption remains a challenge since people always hesitate to opt for new digital tools. This could be due to privacy concerns, low digital proficiency, or a lack of awareness. To ensure that technological progress benefits all travellers, efforts must continue to create awareness among the masses about tech adoption and how it redefines their travel as a seamless experience. Data privacy and security are critical, particularly with biometric systems. Digi Yatra addresses this with a decentralized model, storing PII data only on the users’ devices and the shared credentials to airport verifiers are deleted within 24 hrs of the STD of their flight, adhering to standards and policies. The entire Digi Yatra Ecosystems are audited by CERT-In empanelled agencies on a periodic basis to ensure compliance. Globally, organisations adopting facial recognition and analytics ensure robust encryption of PII data and compliance with regulations like GDPR. The skill gap poses another challenge. Implementing ML or NLP requires specialized expertise, which is not yet universal in aviation. Training initiatives are vital to bridge this divide. Additionally, integrating AI with legacy systems, such as outdated radar-based air traffic control or manual check-in desks, presents technical and financial hurdles. Modernizing these to support RPA or Computer Vision requires strategic investment. Transforming Air Travel Globally Beyond Digi Yatra’s success in India, where >12 million passengers have embraced touchless travel, numerous technologies are revolutionizing airports worldwide. The transition from radar to satellite-based air traffic management, as seen in NextGen, boosts precision and sustainability. Digital twins — virtual aircraft models — enable engineers to simulate maintenance, a technique used by Airbus. In-flight, Wi-Fi and AI-driven entertainment systems, like those on Qatar Airways, personalize passenger experiences, replacing static screens with tailored content. Airports are evolving into interconnected digital hubs. Biometric boarding at Atlanta’s Hartsfield-Jackson mirrors Digi Yatra’s approach, while RPA-powered automated baggage systems minimize losses. ML optimizes runway usage, reducing wait times. These advancements ensure faster, more reliable, and environmentally conscious travel, with AI aiding fuel-efficient flight planning. A Future in Flight A blend of Machine Learning, Natural Language Processing, Computer Vision, and Robotic Process Automation will create a smarter, more efficient industry. From predictive maintenance to biometric check-ins, these technologies deliver streamlined operations, informed decisions, and cost reductions. Challenges such as privacy, workforce skills, and legacy integration are significant but addressable through collaboration and innovation. As AI becomes more advanced, it will not only optimize operational efficiency but also redefine how we interact with travel technology. The aviation industry is just getting started on this AI-powered journey, and the sky is truly the limit! (The writer of this article is the CEO of Digi Yatra Foundation & Key Advisory Member of Inter Passenger Terminal Show)

De-/anti-icing of an aircraft is a critical pre-flight procedure that ground handling teams around the world undertake ahead of take-off and is mandatory if ice, frost, or snow has accumulated on major surfaces including an aircraft’s wings or fuselage. Effective de-/anti-icing training is crucial for ensuring flight safety and enables safe and timely aircraft operations during winter weather conditions. Aviator Airport Alliance, a full-range provider of aviation services at 15 airports across the Nordics and a family member of Avia Solutions Group, delivers insights on how the importance of equipping their team with comprehensive de-icing training is critical for successful operations across Northern Europe, spanning the Baltics, Nordics, and Scandinavia. Anders Søreide, Head of De-Icing & Safety Advisor at Aviator, outlines the structure of the training program that operates within his team, “Our training program is based upon SAE (Society of Automotive Engineers) aerospace industry standards. The main objective is to train our staff to perform de-/anti-icing operations according to the SAE standards to ensure flight safety.” Theoretical and Practical Integration Training includes both theoretical and practical training and is renewed through annual recurrent training before each season. Theory in the classroom provides the foundations but potential candidates are often curious to understand how the practical training is delivered. Anders commented, “Practical de-/anti-icing training consists of both simulated scenarios and actual operations performed under supervision. Simulated exercises may vary between stations, but a typical simulated exercise would include a vehicle driving through an ‘obstacle course’ to develop driving patterns.”   Operational Excellence and Safety As well as ensuring safe movement around high value aircraft, teams must also know how to correctly spray de-icing fluid onto key areas of the aircraft. Anders continued, “Spraying exercises on a suitable surface, communication with other vehicles, drivers, and flight crews are essential. Operators also need to understand the emergency procedures and visual interpretation of contamination (where ice, frost, or snow accumulates) in order to safely prepare the aircraft for departure.” During simulated exercises, the focus is on operator confidence as there are many tasks to be mastered simultaneously. The exercises are repeated and are accommodated for individual learning processes as some staff require more practice than others. The simulated exercises are extremely important to ensure familiarity with the necessary equipment and procedures and for teams to be able to focus on the contamination at hand. For live operations, all staff perform at least the minimum SAE requirements for operations under supervision. Continuous Learning and Improvement In the aviation safety industry, it’s extremely important to optimize operations continuously, which is why Aviator performs annual reviews of their training materials. This review is primarily based upon new revisions in the SAE standards, as well as feedback from instructors and reported incidents. Aviator also attends live SAE meetings each year. “Reviews, monitoring, and revisions of the training material are performed by the Aviator de-/anti-icing working group which meets pre-season, mid-season, and post season. Additionally, Aviator performs several internal inspections to assess training at their stations, in addition to being audited by the DAQCP (De-icing/Anti-icing Quality Control Program). Aviator emphasizes transparency and trust-based relationship with our customers, and since flight safety is a collaborative effort, feedback and/or reports from our airline customers are valuable sources for potential improvements,” commented Søreide. One of the biggest challenges for training operators is the sometimes lack of actual de-/anti-icing events, especially at smaller stations. Initial training at a large busy station may be performed in a matter of weeks but operators typically perform de-/anti-icing operations together with more experienced staff for a longer period. At smaller stations, training can last over several seasons as the practical training requires actual de-/anti-icing operations to be performed. At Aviator, Anders’ team have frequently used their stations at Bardufoss and Tromsø in northern Norway as support stations for de-/anti-icing training, as they offer frequent winter weather and highly competent staff and instructors. This ensures trainees have the necessary guidance and experience before being certified to undertake live operations back at their home stations. De-/anti-icing is a service that is critical for flight safety and operators are the last line of defence ahead of a flight. This means that the selection process must be rigorous. “Typical requirements at Aviator for our initial operators are for ramp agents with some years’ experience, and who have completed all the required courses. Their driver’s license must be applicable to our vehicles and local regulations, while they also must have completed applicable de-/anti-icing training program. Being able to communicate proficiently in English is also a prerequisite for the role.” However, the most important requirement for Anders is personal suitability for a flight safety critical service. “Our operators must be able to handle and operate several tasks simultaneously, being able to manage a stressful environment, with safety being their number one priority at all times,” commented Søreide. (Content & Image Courtesy: Aviator-Avia Solutions Group Company) (Views Expressed are personal.)

Fatigue poses an important safety risk, especially in aviation, where tasks are conducted around the clock. Psychologist PhD John A. Caldwell noted that pilots’ fatigue has been a top-of-mind issue for the National Transportation Safety Board (NTSB) since 1990. One of tragic fatigue examples is the crash of the 2010 Air India Express Flight 812 on arrival into Mangalore. Based on The Court of Inquiry India report, the aircraft cockpit voice recorder showed the captain had been asleep for most of the flight, for 1 hour and 40 minutes of the 2 hours and 5 minutes journey. Fatigue may arise from numerous forms of causes, mostly including decreased alertness and reduced performance, that can jeopardize an individual’s capabilities to operate safely. Exhaustion leads to slower reaction times and impaired concentration and decision making. Besides decreasing performance in-flight (chronic) fatigue has negative long-term health effects, such as sleep loss, extended time awake, and circadian phase irregularities. “Managing crew exhaustion is not just about guidelines. It is a severe problem that can have a detrimental effect on pilots’ health and the safety of the flight. Therefore, regulatory policies and compliance with fatigue management programs are vital to ensure the safety of every passenger and crew member,” notes Abdelmagid Bouzougarh, CEO of Aerviva. What is fatigue? The International Civil Aviation Organization (ICAO) defines fatigue as “a physiological state of reduced mental or physical performance capability, resulting from extended wakefulness that can impair a crew member’s alertness and ability to safely operate an aircraft or to perform safety related duties”. In other words, fatigue is a direct result of prolonged strenuous physical or mental effort. It occurs when the body’s resources are depleted at a greater rate than that at which they are being replaced. Mental fatigue is mainly caused by time-on-task and cognitive load. In the aviation mental type and sleepiness have been mentioned as the most important form of fatigue. This type of fatigue may result from mental strain or mental stress, over stimulation and understimulation, as well as jet lag, boredom, lack of sleep, diseases and depression. Fatigue can be physiological or subjective. The first one reflects the need for the body to replenish and restore. This condition may have a connection with the current health of the person, physical activity, circadian rhythms, and consumption of alcohol. It is very important to understand that in this case a person needs to rest properly. An individual’s perception of how sleepy they feel is defined as subjective fatigue. This form of fatigue is influenced by factors such as sleep deprivation and motivation levels. The connection between fatigue and vigilance According to The Federal Aviation Administration (FAA), there are common effects associated with tiredness, such as increased reaction times, inability to make decisions, decreased alertness and situational awareness. Situational awareness ties in with vigilance, which refers to an individual’s ability to pay close and continuous attention to a field of stimulation for a period of time. When it comes to pilots, flight crew attentiveness is key. This involves being aware of and anticipating the stages of the flight, its development, weather conditions, communication with Air Traffic Control (ATC), and monitoring times and waypoints. Long-haul pilots usually associate their fatigue with jet lag, caused by time-zone crossing flights, while short-medium-haul pilots associate their fatigue with the high operational demand during the flight duty period. The fatigued pilot may not easily accept an assessment of their degraded performance or be able to improve their performance despite increased effort. Even when feeling tired, a person tends not to link that directly with a loss of vigilance. Sometime people easily overrate their capacity. But often, reduced vigilance is shown by unwanted outcomes of decisions and actions. In the article “The impact of cognitive fatigue on airline pilots’ performance”, based on data from the European Cockpit Association (ECA), obtained through questionnaires applied to more than 6,000 European airline pilots, it is known that about 80% of them have to deal with fatigue in the cockpit. A significant part of the pilots has already fallen asleep unexpectedly (i.e. without notifying the other pilot beforehand) during a flight (Nuno Quental, João Rocha, Jorge Silva, Lídia Menezes, Jorge Santos, 2021). According to BBC, aviation accidents are still extremely rare, but when they have occurred, figures show that 80% are a result of human error, with pilot fatigue accounting for 15-20% of human error in fatal accidents. In 2009 Colgan Air Flight 3407 crashed in Buffalo (USA), the cause of the accident was indicated as inadequate training, unnecessary conversation amongst aircrew during takeoff and landing, pilot flying after failing proficiency tests, and fatigue. Both pilots had long commutes and slept in the crew lounge, instead of a hotel before the flight. Shared responsibility makes a significant difference The main causes of pilot fatigue are the disturbance of circadian rhythms, continuous wakefulness, and cumulative sleep loss. But there are other factors such as length of a duty day, shift irregularities, multiple layovers, restricted time available for sleep, and even poor cockpit ergonomics. Crew members are trained to identify the signs of exhaustion in teammates and encouraged to report their own tiredness before the flight. According to the European Union Aviation Safety Agency (EASA), a crew member should not perform duties if they know, or suspect, that their personal state renders them unfit to operate, to the extent that the flight may be endangered. The collaboration and empathy between the crew members can reduce the risk of human error during the flight. The cabin crew can help each other and pilots to avoid fatigue by cross-checks and monitoring, paying extra attention to their colleagues who seem to appear tired as they are intended to take more risky decisions, and their reaction time might be longer. During the flight the cabin crew can reassure that pilots do not experience dehydration by offering refreshments. Consideration should be given to caffeine intake, which can later affect sleep quality. A cabin crew shall not distract flight crew during