Indian Aviation - Least Explored in the World

Though some changes in the management of airport infrastructure have been initiated already, we still have a long way to go. The Indian Govt needs to display the necessary sense of urgency to ensure that airport infrastructure keeps pace with the burgeoning demand. Enhancement of additional capacity at existing major airports as well as modernisation of all other domestic airports needs to be carried out on priority. But let it be clearly understood- there can be no improvement unless the monolithic management structure of AAI is broken up and separate entities formed to manage each major airport group on a regional basis. India's Air Traffic Control (ATC) system also leaves much to be desired as it is definitely not at par with international standards. Since air traffic is expected to grow at 20-25% annually, smooth flow of traffic assumes paramount importance. This aspect too needs immediate attention As regards pilots, we have already witnessed the most unedifying spectacle of inter-airline poaching of pilots. The industry needs to exercise self-discipline if this trend is to be arrested. The Govt, on its part, can enhance the scope for commercial pilot training and substantially increase the output of the Indira Gandhi Rashtriya Uran Academy, the major source of trained civil pilots in India.

With existing airlines expanding their service routes and new ones trying to wriggle in, there is a pressing need to decongest crowded airports. Each of the major Indian carriers has to be encouraged to develop one airport as its hub. To this effect, the AAI has already initiated steps in this direction by asking airlines to shift their base to smaller cities instead of putting pressure on Delhi and Mumbai alone. As a result, Air Deccan plans to shift to Chennai, Air Sahara has accepted to relocate itself to Hyderabad, Jet Airways will set up Ahmedabad as a major base whilst Kingfisher will use Bangalore as soon as the Bangalore International Airport comes up.

The new startups, as well as existing airlines, need to ensure that the present aviation boom does not meet the same fate as did the 'dot.com' boom of yesteryear. The new airlines, particularly the LCCs, must appreciate that the greatest saving in operation costs is not just cutting frills like hot meals, etc but by improving overall efficiencies. Airlines will have to rationalize costs and optimise revenues.

The verdict on the birth and subsequent maturity of low cost carriers (LCC) still has its jury out on a limb. However, most industry pointers are positive and it appears inevitable that air travel in India is poised to become as commonplace a culture as is the case in the US. But it is important that we temper this exuberance with the slew of challenges that confront domestic aviation in India. On its part, the Govt needs to recognise the constraints under which these airlines are operating and to adequately address their requirements if we are to avoid a repeat of the early 90's when all private airlines except for Jet went under. It may not be possible however to avoid a bloodbath and there will be failures when the Indian low cost phenomenon plays out in the coming years. But we can draw comfort from the fact that the' cut-throat competition, existing and potential, would also provide the impetus to considerably improve the efficiency  of the industry to a large extent. The biggest beneficiary then would undoubtedly be the Indian customer.