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    Civil Aviation, Top Stories

    MOCA ISSUES NEW GUIDELINES FOR INTERNATIONAL ARRIVALS

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    New Delhi, 17th February 2021 In the context of spread of mutant variant of SARS-CoV-2 in many countries, Ministry of Civil Aviation in consultation with Ministry of Health and Family Welfare has issued new guidelines for international arrivals. These guidelines will supersede all guidelines issued on the subject since 2nd August 2020. This Standard Operating Procedure shall be valid w.e.f. 22nd February 2021 (23.59 Hrs IST) till further orders. The updated guidelines are available at Ministry of Civil Aviation and Ministry of Health and Family Welfare websites. https://www.mohfw.gov.in/pdf/Guidelinesforinternationalarrivals17022021.pdf https://www.mohfw.gov.in/pdf/Algorithmforinternationalarrivals.pdf Guidelines: Part A – For all international travellers except travellers comingthrough flights originating from United Kingdom,Europe and Middle East A.1. Planning for Travel i. All travellers should (i) submit self-declaration form on the online Air Suvidha portal (www.newdelhiairport.in) before the scheduled travel (ii) upload a negative COVID-19 RT-PCR report. This test should have been conducted within 72 hrs prior to undertaking the journey. Each passenger shall also submit a declaration with respect to authenticity of the report and will be liable for criminal prosecution, if found otherwise. ii. They should also give an undertaking on the portal or otherwise to Ministry of Civil Aviation, Govt. of India, through concerned airlines before they are allowed to undertake the journey that they would abide by the decision of the appropriate government authority to undergo home quarantine/ self-monitoring of their health for 14 days, or as warranted. iii. Arrival in India without negative report shall be allowed only for those traveling to India in the exigency of death in the family. iv. If they wish to seek such exemption under para (iii) above, they shall apply to the online portal (www.newdelhiairport.in) at least 72 hours before boarding. The decision taken by the government as communicated on the online portal will be final. A.2. Before Boarding v. Do’s and Don’ts shall be provided along with ticket to the travellers by the airlines/agencies concerned. vi. Airlines to allow boarding only those passengers who have filled in the Self Declaration Form on the Air Suvidha portal and uploaded the negative RT-PCR test report. vii. At the time of boarding the flight, only asymptomatic travellers will be allowed to board after thermal screening. viii. All passengers shall be advised to download AarogyaSetu app on their mobile devices. ix. Suitable precautionary measures such as environmental sanitation and disinfection shall be ensured at the airports. x. During boarding all possible measures to ensure physical distancing are to be ensured. A.3. During Travel xi. Suitable announcement about COVID-19 including precautionary measures to be followed shall be made at airports and in flights and during transit. xii. While on board the flight, required precautions such as wearing of masks, environmental hygiene, respiratory hygiene, hand hygiene etc. are to be observed by airline staff, crew and all passengers. A.4. On arrival xiii. Deboarding should be done ensuring physical distancing. xiv. Thermal screening would be carried out in respect of all the passengers by the health officials present at the airport. The self-declaration form filled online shall be shown to the airport health staff. xv. The passengers found to be symptomatic during screening shall be immediately isolated and taken to medical facility as per health protocol. xvi. The passengers who have been exempted for pre-arrival RT-PCR testing [para (iii) and (iv) of A.1 above] (as approved and indicated on the online portal in advance) will show the same to the respective State counters. They will be prioritized for sample collection in the designated area, samples collected and permitted to exit the airport.They shall monitor their health for 14 days (subject to negative test report of the sample taken at the Airport that would be conveyed to such travellers by the concerned State authorities/airport operators). xvii. All other passengers who have uploaded RT-PCR negative certificates on Air Suvidha portal shall be allowed to leave the airport/ take transit flights and will be required to undertake self-monitoring of their health for 14 days. xviii. All such passengers will also be provided the list of the National and State level surveillance officers and the respective call centre numbers, so as to inform State/National Call Centres in case they develop symptoms at any time during the quarantine or self-monitoring of their health. International travellers arriving at seaports/landports xix. International travellers arriving through seaports/land ports will also have to undergo the same protocol as above, except that facility for online registration is not available for such passengers currently. xx. Such travellers shall submit the self-declaration form to the concerned authorities of Government of India at seaports/land ports on arrival. Part B – For all international travellers coming/transiting throughflights originating from United Kingdom,Europe and Middle East All the clauses as above (part A) shall be applicable to such travellers coming/transiting from flights originating in United Kingdom,Europe and Middle East except for clauses on testing, quarantine and isolation as specified below: All international travellers coming/transiting from flights originating from United Kingdom, Europe and Middle Eastas described in the scope above should submit Self-Declaration Form (SDF) for COVID on the online Air Suvidha portal (www.newdelhiairport.in) before the scheduled travel and will be required to declare their travel history (of past 14 days). i. While filling SDF, apart from providing all other information required in the SDF, passengers need to select: a. Whether they plan to disembark at the arrival airport or take further flights to reach their final destination in India. b. Based on this selection, the receipt of SDF (dispatched online to the transiting travellers) will display “T” (Transit) in easily readable and bigger font than other text. c. The passengers will need to display this receipt to State authority / Government officials at the airport for segregation. ii. Keeping in mind the testing requirements for passengers from UK, Brazil and South Africa, who have to take connecting flights, airlines should keep the passengers informed about the need for transit time of a minimum 6-8 hours at the entry airport (in India) while booking the tickets for connecting flights. iii.

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    MONEY MATTERS

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    AIRLINES NEED MERCY OF INSURERS Cockpit of the aviation industry is out of control. Certainly the year 2020 has become a miserable year for airlines and epidemic dilemmas, travel constraints, border blockages, quarantines or isolations brought an unforeseen termination to a decade of happiness. The International Air Transport Association has already sketched the grim picture and according to its report worldwide air companies expected to lose approximately 85 billion dollars in this year for a net loss margin of around 20 percent. In addition, the report of the association predicts revenues to fall from 838 billion dollars to 419 billion dollars, passenger revenues will be about a third of 2019 level, passengers numbers will be nearly halve to 2.25 billion which would equate to an average net loss of 38 dollar per passenger. Thus financially 2020 will go down as the nastiest year in the history of aviation industry.  By Shivanand Pandit To rub salt in the wound, sequence of plane crashes brought bad times and jerking moments for both the airline entities and its insurers. In January 2020, Iranian Islamic Revolutionary Guards shot down Ukraine’s Boeing 737-800 after its take off from Tehran Imam Khomeini International Airport. In February 2020, Pegasus Airlines’ Boeing 737-800 skidded of the airstrip while landing at Turkey’s Istanbul-SabihaGökçen International Airport. In May 2020, Pakistan’s Airbus A320 crashed in a thickly in habited residential area of Karachi. Many people were killed and aircrafts were destroyed in all these ill-fated incidents. Regrettably, in August 2020 the Air India Express Boeing 737-800 became the victim of unlucky event. The aircraft skidded off the table-top airstrip and went down thirty five meters slop. Many people were killed and aircraft was gravely wrecked. Consequently, along with the public sector insurance conglomerate headed by New India Insurance which reinsured the risk overseas, global reinsurers will have to reimburse more than 90 per cent of the insured value of the star-crossed plane that was destroyed in the catastrophe.Many insurance partakers sense that premiums may get elevated in the next fiscal year due to increase in the calamities. This is a grave concern for half-dead airline industry. Overview of Aviation Insurance Sophisticated technical operations of an airplane and resulting risks have exposed the aviation industry to a chain of shakedowns. This has cemented the way to aviation insurance. Aviation insurance is a dedicated insurance which has been framed to offer coverage to the precise operations of an aircraft and other conceivable jeopardies in aviation. Although aviation insurance was first introduced in the early years of the 20th century, the concept of aviation insurance has gained thrush only of late. Numerous aircraft tragedies have not only encouraged more and more people to buy aviation insurance, but it has also amplified the number of claims by a gigantic margin.The clauses, terms, limits in aviation insurance are exceptionally inimitable.The nature of coverage and the amount of premium hinge on the type of aircraft that is being covered by the policy. Aircraft insurance provides protection against wide range of perils and shelters repairs to spoiled airplanes or other flying machines. Across-the-board coverage may also include impairment caused to airports, hangars, and other relevant land-based property. Though the claim process for aviation insurance is quick and hassle free, number of documents such as aircraft details document, flight details document, details of the crew members, documented proof of the accident, information on aircraft’s maintenance and engineering and documents of operational manual passenger have to be submitted for the settlement.In the present scene, there are many aviation policies that are making their presence felt with attractive features, viable cover plans, and a lot more. Airline Industry Not on Cloud Nine According to a survey in London, as a result of the deadly coronavirus pandemic the aviation segment holds the hugest risk of corporate default. Moreover, due to major portion of the operating costs namely aircraft leasing, maintenance and fuel overheads are paid in US dollar, Indian airlines are twisting and turning at a time when rupee has devalued by approximately 6 per cent since January 2020. To make the scene more horror, the burden of insurance premium is mounted. Insurance industry badly affected by the winds of change blow at the end of 2017. They suffered huge insured loss of 130 billion dollars because of severe hurricanes, wildfires and other natural adversities. They thought that aviation books are not burnt by these unlucky events and decided to tighten the rules for them. Insurance premiums were increased when contracts came up for renewal and renegotiation.It is very difficult for the aviation insurance consumer to admit these sky-high rates with more strict underwriting guidelines. It is significant, however, for aircraft owners and operators to keep in mind that the long-term health of the aviation-insurance industry is at stake. According to the report of insurance industry officials as a result of weak cash flows many airlines have necessitated policy renewals and new policy purchases postponed by three months to twelve months. They have also demanded waiver on renewal of insurance policies and 30 to 40 percent lower premiums.They are also looking to better our terms and conditions with their insurers as well. On the other hand during financial year 2019-20, the premium from sales of new pure aviation policies stood at approximately Rs.687 crore, which was roughly 24 per cent higher than about Rs.556 crore collected by the insurers in the previous financial year. These higher insurance costs unfortunately came at a time when loss ratios were increasing, leading to a lack of profits.Many insurers have stiffened underwriting strategies and are now refusing risks they would have quoted in the past. Large number of aircraft owners will find that there is less elasticity on recurrent-training necessities, more unwillingness to over-insure hull values and offer high liability edges, and less attention from underwriters when there is any loss history on an account. Five years ago, in 2015, the Directorate General of Civil Aviation made it compulsory for pilots to undertake psychiatric

    Flybig, Aviation World
    RCS, Top Stories

    FLYBIG ADOPTS ARMS SOFTWARE SUITE FOR DIGITALIZED FLIGHT OPERATIONS

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    New Delhi, February 11, 2021 Flybig, India’s newest regional airline has selected LAMINAAR Aviation Infotech’s ARMS application software for their flight operations. The ATR operator chose the ARMS V2.5 unified platform for network planning, crew management, flight operations, flight dispatch, maintenance and engineering (M&E) and safety management. In addition, Flybig has also opted for the ARMS mobility suite to enable digitalization and promote paperless operations. Capt. Srinivas Rao, FRAeS, CEO of Flybig, says, “We chose ARMS after their convincing demonstration of a new-age solution that we were looking for, and hoping it will keep our hands free from IT operations. Added to that, were the testimonials we received from their existing clients, and the fact that they have such a strong presence in India.” Vivek Sheorey, CEO of LAMINAAR Aviation Infotech, says, “Being chosen by a significant new start-up airline is testimony to our products being agile and future ready. Airlines require real-time visibility and integration of data between flight operations. Our aim is to be FlyBig’s trusted partner for setting up systems and processes with speed and agility to enable faster decision making. We congratulate Flybig for its successful launch and look forward to a long-term engagement.” The ARMS V2.5 offers flexibility and seamless interoperability between its subsystems – flight ops, M&E, crew, safety, quality and analytics – that plays a critical role in any airline’s integrated operations initiative. The tech stack is easy to deploy, maintain, add components and features that bring non-disruptive incremental changes benefitting especially the large airlines.

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    4TH AIRPORT MODERNISATION SUMMIT

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    Event Date: 28th & 29th April, 2021 Venue: Bengaluru, India Hosted By: TraiCon Events Media Partner: Aviation WorldThis edition of Airport Modernisation Summit has key objective to connect government sector, stakeholders, influencers, experts and solution providers on one platform to meet, network of local and international case study presentations, product presentations, product launches, panel discussions and networking sessions. This Summit is a Two – Day educational and business exchange platform designed to connect regional and international project stakeholders. For more information contact : Mr. Alfin:- Tel: +91 9036981048 ;Email: alfin@traiconevents.com

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    MOCA PERMITS BCCI TO USE DRONES FOR LIVE AERIAL CINEMATOGRAPHY OF THE INDIAN CRICKET 2021 SEASON

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    8th Feb 2021, New Delhi Ministry of Civil Aviation (MoCA) and Directorate General of Civil Aviation (DGCA) have granted conditional exemption to the Board of Control for Cricket in India (BCCI) for the deployment of drones for live aerial cinematography of the India Cricket Season in 2021. MoCA had received requests from BCCI & M/s Quidich pertaining to granting of request and other correspondences regarding permission to use Remotely Piloted Aircraft Systems (RPAS) for live aerial filming. Amber Dubey, Joint Secretary, Ministry of Civil Aviation said, “The drone ecosystem is evolving rapidly in our country. Its utilization is expanding from agriculture, mining, healthcare and disaster management to sports and entertainment. The granting of this permission is in line with the objectives of the Government of India to promote the commercial use of drones in the country.” “The Drone Rules 2021 are in the final stages of discussion with the law ministry. We are hoping to receive the approvals by March 2021″, he added. The conditional exemption is valid till 31st December 2021 from the date of issue of the letter or until the full operationalization of Digital Sky Platform (Phase-1), whichever is earlier. This exemption shall be valid only if all conditions and limitations as stated below are strictly adhered to. In case of violation of any condition, this exemption shall become null and void. Conditions and limitations to the BCCI and M/s Qujdich for using Remotely Piloted Aircraft System (RPAS) for live Aerial Filming during cricket season 2021: 1. This exemption to the BCCI from the paragraphs 5.2(b), 5.3, 6, 7, 8.4, 9.2, 11 (d), 11.2 (a), 12.3(a), 12.4 and 12.5 of CAR Section 3, Series X, Part I is subject to exemption from Rule 15A of the Aircraft Rules, 1937 by Ministry of Civil Aviation. 2. The BCCI shall obtain necessary clearances from (a) Local Administration (b) Ministry of Defence (c) Ministry of Home Affairs (d) Air Defence Clearance from Indian Air Force and (e) Airport Authority of India (AAI) [as applicable] prior to operation of Remotely Piloted Aircraft System (RPAS). 3. M/s Quidich engaged by BCCI as RPAS operator shall only operate the RPAS models specified in the approved Standard Operating procedures (SOP) Doc No QIUSOP/2021/01 Rev 0 dated 8th January 2021. The operations of the RPAS having valid Drone Acknowledgement Number (DAN) [specified in the SOP] shall be operated as per the above-mentioned SOP in the area specified therein. Any change in the approved SOP for e.g. Change in procedures or RPAS or use case or personnel or area specified in the approved SOP shall be included in the SOP and submitted to DGCA for approval. 4. BCCI shall ensure that only trained I experienced bona fide personnel operates the RPAS as per the approved SOP. Subsequently, the RPAS operator shall ensure that remote flight crew are trained through approved FTOs/ RPTOs. 5. The RPAS Operator shall ensure that the RPAS is in working condition and maintained as mentioned in the approved SOP and shall be responsible for any eventualities due to malfunction I disorientation of equipment. 6. The RPAS Operator shall maintain the records of each RPA flight and make such records available to the DGCA on demand. 7. BCCI shall take necessary permission regarding Aerial Photography from Directorate of Regulations & Information, DGCA or Ministry of Defence (as applicable). The photographs/video graphs, taken through RPAS shall be used by BCCI only. BCCI shall be responsible for safety and security of RPAS and data collected through RPAS. 8. The Operator shall ensure that the RPAS are made NPNT compliant [certified by QCI) as soon as the digital sky platform is made operational. 9. BCCI shall ensure that each RPAS operated by Quidich has fire resistant identification plate inscribed legibly with OAN, DAN and Model No. of the RPAS. 10. The operation of RPAS shall be restricted to daylight or well-lit conditions (above 2000 lux), within Visual Line of Sight (VLOS) in uncontrolled airspace only and upto height of 200 ft (AGL) max only. 11. RPAS shall not be operated in the vicinity of airport as per the provisions of the CAR. If required to operate near the airport/ in controlled airspace, approval from Airports Authority of India (AAI) shall be taken in advance regarding time and area of operations of RPAS. 12. BCCI shall ensure that no items are discharged or dropped during flight of the RPAS. The BCCI shall also ensure that hazardous material or variable payload are not carried in I using the RPA under any circumstances. 13. BCCI shall ensure that uninvolved persons are not allowed within the operation area [including Ground Control Station] and ensure safety conditions specified in the approved SOP and in this letter are adhered to. 14. BCCI shall ensure safety, security, and privacy of public, property, operator etc. Further, in case of any eventuality, DGCA shall not be held responsible. 15. The operator shall ensure the RPAS is not flown in a manner to cause danger to any person or property. In case of any injury to any person due to physical contact with the equipment, The Operator and BCCI shall be responsible for medico-legal issues. The BCCI shall ensure the insurance policy remains valid and of adequate level to cover any damage to third party resulting from accident I incident occurred during the operation of RPAS. 16. The operator shall not operate the RPAS in no-fly zones specified in Para 13.1 of the CAR Section 3, Series X, Part I without the approval of concerned Ministries/ authorities. 17. The BCCI and Quidich shall indemnify DGCA from any legal cases or any other issues arising due to these operations. 18. This letter shall not override other restrictions I SOP on Remotely Piloted Aircraft System framed by other Government Agencies or any byelaws. 19. In case of incident/accident during at any phase of the operations, the operator shall generate a report with full details to Air Safety Directorate of DGCA within 24 hours of such event. 20.

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    Three Adani Airports – Ahmedabad, Mangaluru & Lucknow awarded ACI Airport Health Accreditation for safe travel

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    Ahmedabad Three Adani airports – Ahmedabad,Mangaluru and Lucknow were accredited in the Airports Council International (ACI) Airport Health Accreditation programme. The global recognition demonstrates extraordinary proactive measures put in place by these airports to ensure passenger safety. The evaluation process by ACI under the AHA programme is conducted after reviewing evidences presented based on 118 checks points. The airports have demonstrated a safe travel experience for all travelers which is in line with the recommended health measures established in the ACI Aviation Business Restart and Recovery guidelines and ICAO Council Aviation Recovery Task Force Recommendations, along with industry best practices. Speaking on this development Mr. Behnad Zandi, CEO – Adani Airports said, “This accreditation is a significant step in the pursuit of reinvigorating air traffic in the wake of COVID-19 and the ensuing vaccination drive. It instills trust in health and safety standards practiced at Lucknow, Ahmedabad and Mangaluru airports amidst the spread and control of the global pandemic. We remain committed to reinforce our preparedness with global best practices and thus ensure a safe pre and post flight experience for flyers at the three locations.” The ACI assessment covered the health and safety measures undertaken by the airports for passengers and staff in all the terminal areas including departures, arrivals and transfers, transportation services, food and beverage services, escalators and elevators, lounges, facilities and baggage claim area among others. The accreditation is valid for the next 12 months. The programme is designed to help reassure the travelling public that airport facilities remain safe and that precautions are being taken to reduce health risks. “Congratulations to the Adani Group airports in Ahmedabad, Lucknow and Mangaluru for securing the Airport Health Accreditation. With vaccine distribution underway, gaining the public’s confidence in air travel will be crucial as our industry prepares to restart and sustain continuing operations. The Adani Group airports are paving the way by providing passengers and employees globally-recognized standards on health and hygiene,” said Stefano Baronci, Director General, ACI Asia-Pacific. The ACI Airport Health Accreditation (AHA) programme enables airports to demonstrate to passengers, staff, regulators, and governments that they are prioritizing health and safety in a measurable, established manner. (Published online at Aviation World on 18/01/2021)

    MRO, Top Stories

    MRO – THE MISSING PIECES

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    BY ROHIT SINGH TOMAR The union budget of 2019-20 was a promising start for the MRO industry. There are expectations that the current financial budget would also include beneficial structures for propagating India’s MRO industry, which is welcome news for the industry. However, it is pertinent that policies directed towards achieving this goal accept that the MRO industry, unlike the domestic consumption industry, is not location-driven. It is a high-cost industry, requires significant capital investment, technology transfer, and scale of operations. An MRO set up in Singapore is not built to service the aircraft in Singapore but is built on business volumes expected of the Asia Pacific fleet at the core of its business plan. Hence, it would be necessary to take the view that OEM’s investing significant capital in Singapore, most of which are publicly traded organizations across the globe, would not like to cannibalize their investment by setting up another facility close to their existing facilities. India missed the bus for a long time in this aspect. Over the last decade and more, Singapore, Malaysia, and even Indonesia placed themselves strategically to attract the OEM’s and large MRO Service providers across the globe to invest in their countries. Now, let’s compare the total operating fleet of Singapore airlines, Malaysian airlines, and Indian airlines. It is no surprise that these countries were able to attract investments when their fleet was almost half of what we have in India today, so this addresses one key question, MRO investments are not driven by domestic consumption capabilities (the only exception being China). These countries identified the critical investment driving factors and incentivized these to bootstrap the MRO sector. The first wave of investments was driven by co-building MRO facilities, using the existing government-owned carriers as the backbone. However, one of the key differences was that these national facilities were allowed to be privatized or semi privatized in Singapore and Malaysia at the opportune moment. Privatization of a large MRO unit created opportunities for OEM’s and MRO’s to scale operations fairly quickly and improve efficiency and technology transfer to build up capacity and compete in the market. The second round of incentivization was learning from the first wave, which aimed at significant tax credits by allowing more than 30%-50% of the CapEx investment to be eligible for tax rebates. These credits were coupled with tax removal on dividends and capital gains by the foreign OEM and MRO investors. At an operational level, these governments provided additional support to streamline the MRO supply chain based on the level of MRO technology in these MROs, including but not limited to zero royalty, access to airport infrastructure at discounted land rates (as compared to ready reckoner rates), and credits in terms of training workforce and credits on exports by these OEM’s. These actions enabled the second wave of investments in MRO setup and technology. It is essential to keep in mind here that these investments come from large publicly listed entities and significant hedge funds across the globe. Like any capital intensive business, MRO investment needs to have a clear exit strategy to provide returns to the investors. In the MRO industry, exit strategies have been the successful public listing of companies. The public listing of companies has delivered significant capital access for the MRO’s to expand their facilities. However, with this model’s success, it meant more MRO’s in closer regional clusters, which accelerated the consolidation among the OEMs to strengthen their market position, performance and control over the business. Hence, the independent high technology MRO facilities have shrunk in their numbers across the last 5-6 years. Countries like Singapore and Malaysia were quick to react to this. They created an investment policy, however, this time to create an environment to limit these OEMs from investing in other countries by providing CapEx-reinvestment tax credits. The credits effectively meant that an OEM, already generating revenues from Singapore or Malaysia, could re-invest as CapEx in these countries and enjoy another significant tax credits on the 50%-60% of these CapEx investments. This policy has been the primary inhibitor for OEM’s to invest in a close cluster of countries. For India to develop its MRO sector, it would require a more holistic policy approach than a piecemeal approach. India’s defence industry is a unique advantage to India compared to Singapore and Malaysia. It would always attract significant spending from the Indian government. Several Indian companies are entering the supply chain for Indian defence. The Indian defence also has multiple MRO’s built across the country to maintain the fleet of aircraft. The initial steps have been initiated to bring the defence and civil MRO together by MoCA, which is a welcome first step. While these synergies can bring significant negotiation power cohesively, this alone cannot guarantee the Indian MRO industry’s growth due to the licensing agreements and the ability to undertake high tech maintenance for commercial aviation assets. While OEM’s would be happy to work with the defence sector to build up the capability to service the high tech component and defence aircraft, these would be controlled by approval limitations. The civil MRO’s would not be able to undertake the same work without needing a separate licensing agreement with the OEM’s. Moreover, many would argue that states have set up SEZ where an MRO can carry out MRO activities with incentives, and we have seen such SEZ in Nagpur. However, except for Indamer MRO’s investment, which is again an airframe MRO, we have not seen any high technology MRO being set up by a private entity. The concept of SEZ’s for MRO’s is favourable for MRO’s, requiring a low level of investment like wheels and brakes shop, but not for MRO’s which need high-end technology setup significant upfront cost. The GoI to achieve its strategic mission to build up the MRO sector in India would hence require a comprehensive strategy, as recommended below. STRATEGIC 1. Create a matched defence and civil MRO pair, not at 36000 feet, but at ground

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    SURAT AIRPORT GEARING UP FOR HOLISTIC DEVELOPMENT BUT PEOPLE WANT MORE…

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    AIRPORT INFRASTRUCTURE Looking into the growth trajectory of Surat Airport, Airports Authority of India is redeveloping infrastructure at an estimated cost of Rs 353 crores to enhance passenger capacity and flight movements in the near future. The project is a much welcome move but people of Surat want more impetus towards establishment of bilateral for adding new international flights to ease travel requirements of the citizens. By Vishal Kashyap On January 30th, 2019, the Prime minster of India Narendra Modi laid the foundation stone for the extension of terminal building of Surat Airport projecting it to give impetus to the growth of the region. On the approved guidelines, Airports Authority of India has started redeveloping the Surat Airport at an estimated cost of Rs 353 crores with the completion timeline of Dec 2021. Surat is the financial capital of Gujarat and also hub for diamond and textile business in India. As per the study conducted by Economic Times, Surat will be the world’s fastest growing city from year 2019 to 2035. The airport has witnessed tremendous passenger traffic growth in recent past that is around 600 per cent growth from 2016-17 to 2018-19. This level of growth demanded amendment to the present airport infrastructure at both aeronautical and non-aeronautical area including passenger terminal and its related facilitations as well the runways and tarmac area. As per the AAI press release, “The magnificent passenger growth at Surat Airport shows the potential and it has led Airports Authority of India to initiate extensive work towards the holistic development of the airport. The total project cost is of Rs 353 crores which includes the extension of existing terminal building from 8474 sqm to 25520 sqm, expansion of apron from five parking bays to 23 parking bays and construction of parallel taxi track (2905 mX30 m).” Dinesh Navadia, President – The Southern Gujarat Chamber of Commerce & Industry (SGCCI)- Surat for the year 2020-21 says, “In my opinion, Surat Airport is currently poised for a total makeover by Dec 2021 which will see it emerge as one of the busiest airports in India, both in terms of Passenger and Cargo traffic. The logical next step would be its declaration as a full-fledged international airport for which SGCCI has already made representations. Traffic for the region from Middle Eastern Hubs to Far Eastern Hubs already exists, and getting direct flights to these destinations will provide a huge fillip to both tourist and business traffic, both passenger and cargo as these hubs are international gateways. The future holds immense promise for a city which had always wanted a fully functional airport, and now that it has got one, there is no looking back.” The redevelopment project of Surat Airport will be completed by December 2021. The new state -of –the- art extended terminal building will be capable of handling 1200 domestic and 600 International passengers’ during peak hours making the annual passenger capacity 2.6 million. The terminal building will be equipped with all modern passenger amenities like 20 check-in counters, five aerobridges, In-Line baggage handling system, five conveyor belts for arriving passengers and car parking for 475 cars. The modernized terminal will be 4-Star GRIHA rated energy efficient building and the interiors will reflect the art and culture of Gujarat. Development of Surat Airport as one of the primary airports of India is one of the biggest mission of various likeminded associations of Surat. They keep on demanding the establishment of air connectivity at both domestic and international sectors, development of infrastructure to world-class level and also setting up of international cargo terminal for smooth movement of goods from Surat to all across the world. Senior member of one such group WWWAS (We work for working Airport Group at Surat) Linesh Shah, also Co-Chairman of Aviation/ Airport Committee, SGCCI says, “ It’s been notified that Surat Airport has more international pax in comparison to the domestic one. At present, passengers from Surat have to travel from Delhi or Mumbai to various international destinations due to lack of international carriers from this airport. International fliers from Mumbai consist of at least 25 per cent people from Surat and Southern Gujarat. Looking into the growth percentage of Surat Airport, MoCA must consider adding Surat in the bilateral so that foreign carriers can start direct flight from here, which will also relieve Mumbai Airport from the extra load factor.” He further adds, “WWWAS is trying its best to establish Surat Airport under the ASA (Air Service Agreement) with other countries and has met Pradeep Singh Kharola, Secretary, Civil Aviation in this regard.” WWWAS has also written a letter to Hardeep Singh Puri, Minister of Civil Aviation ( I/C) for considering Surat in the ASA and in his reply the minister mentioned, “Indian designate carriers are free to operate to the agreed foreign destinations at any point of India including India. However, operations by foreign carriers are governed by ASA and that Surat is not available at this point of call to the international carriers.” Another senior member of WWWAS, Sanjay Jain said, “The way Surat Airport growth is moving, the present airport as well its ongoing extension will not be able to cater the future requirements. It will be good if new world class Greenfield airport is being developed near Surat for international operations so that it can meet the forthcoming demand. The current runway and parking bay will has limited scope for expansion and it will not support the operation of bigger aircraft, so it can be kept operational for domestic sectors only. Surat is among the top 10 most developed city of the world and its future depend upon the world-class international airport which can only be archived by the new green fled airport.” AVIATION WORLD VIEWS The way Surat Airport has witnessed the growth potential both in terms of passenger and cargo movement, Ministry of Civil Aviation and Airports Authority of India must look forward to the long-lasting demand of the people of Surat. They

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    We intend to have direct dialogues with the airlines and offer them our solution…

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    INTERVIEW Imagine continuing to watch the Netflix video you had left half way at home or shop on Amazon and pay for it mid-air, without in-flight connectivity. SugarBox has introduced a first-of-its kind Hyperlocal Content Distribution Network that will empower a host of digital services in areas with bad or no network without users being dependent on an internet connection. In an exclusive interview with Aviation World,Mr. Rohit Paranjpe, Co-Founder and CEO of SugarBox, India briefs about the functionality of its CDN platform and how this can help make the internet accessible to a larger number of people without burdening the existing infrastructure. Excerpts… What is SugarBox? In the world of internet infrastructure, one of the key components that exist today is something called a content distribution network or CDN, which is the mode of digital distribution, similar to how physical distribution ecosystems have been built. Today close to about two-third of all data accessed globally is routed through a CDN and not delivered directly by the App or the service. This is how the internet works at the backend and CDNs makes the internet faster, cheaper and scalable, so that millions of users globally can concurrently access data. SugarBox has built the first Hyperlocal CDN in the world. What this really means is that traditionally,the CDN infrastructure is installed inside Internet data centres and hence, require an internet connection to deliver data to end users. SugarBox installs CDN infrastructureat the user premiseitself and by the virtue of this, data from Apps can be delivered to end users using a local area network – either wired or wireless.Combining Edge computing, SugarBox is able to make Apps and internet services work for users even in places where internet networks don’t reach and is able to optimize the internet bandwidth required in scenaros where connectivity is prohibitively expensive. What service does SugarBox provide in the aviation sector? Specifically when it comes to Avionics, let’s evaluate the options currently available. The first alternative is a wireless IFE system, which offers a disconnected platform – The user has to use a separate website or App while inside the aircraft and the user gets a restricted choice of content or services that can be used only for the duration of the flight. Additionally, there are challenges likethe airline having to invest in the hardware& content licensing, limited monetization avenues and operational hassles. The second is an IFC system, where users get internet access and can use any App / service of their choice. However, the CapEx and OpEx associated makes it difficult for airlines to invest in this, in addition to a lackluster experience due to bandwidth constraints and barriers like it being a paid service for passengers. SugarBox is able to provide the best of both worlds for airlines. As a CDN, SugarBox is able to provide user’s access to their favourite Apps which they are familiar with and which go beyond just entertainment. If an airline is IFC enabled, SugarBox enables airlines to optimize IFC cost, incrementally enhance IFC experience and even offer a large set of services to passengers free of cost. Most importantly, all of this is made possible by installing the exact nature of infrastructure that is needed for wireless IFE systems. Who are your potential clients and what is the status of its launch? For us, the partners are two-fold. We intend to have direct dialogues withthe airlines and offer them our solution – both for airlines that aspire to provide IFC services to passengers, as well as the ones that aren’t keen on the same at the moment. However, if an airlineis in the process of deploying / already hasan IFC solution, we are happy to collaborate with their IFC solution provider and integrate SugarBox as a part of the same solution. SugarBox also factors in continuity that enables airlines to upgrade to an IFC system in the future, with SugarBox ensuring compatibility with the same. As far as our launch is concerned, we are just about to enter the Avionics market. The original plan wasto start two quarters back, but we were forced to put our plan on hold for industry to restart after the Covid-19 pandemic.But with the new calendar year, we hope to start with Indian airlines, post which we will rapidly expand to internationalcarriers as well. Elaborate more about the technology and its operations and regulatory approvals if any required to provide service in the Indian sky. We are aware that when it comes to Avionics,regulatory frameworks are stringent and more so, airlines need a degree of comfort and confidence in hardware that is deployed onboard So, instead of reinventing the wheel, we have partnered with Kontron AG, which is one of the largest Avionics players in the world with a footprint of over4000 + aircrafts already powered with IFE/ IFC Solutions. Kontron hardware is already certified by FAA and EASA deployed in aircrafts worldwide. The partnership with Kontron also enables us to provide multiple options to airlines based on their preference – ranging from a portable system to a fully wired system with multiple wireless access points installed in the cabin. What level of business are you looking forward towards it? SugarBox wants to partner with every airline worldwide that wants to provide onboard IFE / IFC services. It seems like a naïve statement to make, but we have managed to prove this with surface transport in India, where we have nearly captured the entire rolling stock market. The reason for this is three-fold: 1. SugarBox technology has multiple utility patents granted by the US patent office and priority filings across 150+ countries. 2. SugarBox offers a far better user proposition and user experience than traditional IFE systems and is able to improve the experience and optimize costs for traditional IFC systems. 3. SugarBox works with airlines in a Zero CapEx model and work out commercial structures that are sustainable for airlines. ( Published in Aviation World Jan-Feb 2021 Edition)

    FOREWORD

    Dear Readers,

     

    Welcome to the latest edition of Aviation World. This is an incredibly significant issue for us, perfectly timed to align with several prominent aviation events unfolding across the globe.

     

    Chief among them is the Farnborough International Airshow, taking place from July 20th to 24th, 2026, in Hampshire, United Kingdom. Ranked as one of the world’s premier events for aviation, aerospace, and defense, this year’s airshow arrives at a crucial moment. Against a backdrop of geopolitical turbulence, Farnborough provides an invaluable platform to engage with global leaders and gain firsthand perspectives on the future of the industry. Inside, you will find our comprehensive curtain-raiser report focusing on the show’s core themes, as well as the highly anticipated static and aerobatic aircraft displays.

     

    On our front cover, we are proud to feature Capt. Vaibhav Goutham Suresh, Director of the School of Aviation, Logistics and Tourism Management (SALTM) at Galgotias University. In an exclusive interview, Capt. Suresh highlights how SALTM bridges the gap between academia and the runway, delivering a comprehensive curriculum that ensures graduates are industry-ready from day one. Complementing this, our special feature on SALTM dives deeper into how the institution maintains world-class academic standards and a cutting-edge learning environment.

     

    We are also privileged to bring you exclusive insights from a stellar lineup of industry trailblazers in this edition, including:

    • Robin Glover-Faure, Chief Customer Officer of Acron Aviation
    • Karim Makhlouf, CCO of Royal Jordanian Airlines
    • Pallavi Joshi & Vimal Priya, the leadership powerhouse behind AirFleet Managers &Aviatrics Global
    • Wg. Cdr. Prem Kumar Garg (Retd.), CEO of IndiaOne Air

    Each shares a detailed perspective on driving innovation, navigating current market dynamics, and establishing progressive frontiers within their respective sectors.

     

    Beyond these highlights, this issue is packed with curated features and analytical pieces designed to keep you informed and inspired.

     

    Finally, we extend our heartfelt gratitude to our esteemed advertisers and partners. Your unwavering support empowers us in our ongoing endeavor to make Aviation World a truly world-class publication with global reach and recognition.

     

    Happy Reading!

     

    The Editorial Team

     

    Aviation World

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    We have started 2026 on a very positive note and we look forward to increase our footprints to more locations and induct many more new companies in our campaign.. Do write to us at : editor@aviationworld.in

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