Hatchback Philosophy - The Way Forward

The best way forward is for the AAI, the state governments and the IAF to work jointly to solve the manning problems at the small regional airports as it would be a win-win situation for all

The ‘Open Skies’ policy of the Ministry of Civil Aviation (MoCA) and the introduction of low-cost carriers (LCCs) in the middle of the last decade injected unprecedented vitality into the Indian civil aviation industry to such a degree that passenger traffic climbed at a pace that outstripped the growth rate in capacity development. This also led to the phenomenal rise of optimism. Boosted with the entry of private players in airport development, entities that are credited with the creation of modern international and domestic airports in the country, the civil aviation industry appeared to be in the vanguard as an agent of change and a growth engine of the national economy. However, for various reasons, the impressive pace of growth remained limited to a few select metros.

As reality sank in, the complex financial web of the civil aviation industry began to retard the growth momentum. Soon it dawned upon all the stakeholders that the aviation sector only mirrors the industrial growth patterns. Historically, the large cities, also referred to as Tier-I and Tier-II cities, have been the first to grow and then plateau out in due course. The focus then shifts to middle-tier cities and finally, to regions in the interior and then remote areas. These are referred to as Tier-III and Tier-IV cities or towns. The civil aviation industry in India is now poised for a breakthrough in the second phase where it must develop airports in the middle-tier cities and remote locations substantially to expand regional connectivity.

Lessons from Large Airports

It would be inappropriate to adopt the model used for metro airports to the Tier-III and Tier-IV cities. The model for these middle-tier airports must be focused on functionality and minimum cost. As the volume of passenger traffic and air cargo at middle-tier airports would be much lower than at the large airports, the former must reflect the “hatchback philosophy of the auto industry” which is to have the right fit for all. Middle-tier airports would need to be operative for just a few hours every day and can manage with smaller runway length adequate for smaller sized regional and commuter aircraft. Middle-tier airports can be manned by a handful of specialists and yet provide professional service. In this day and age of perpetual terrorist threat, adequate security is an inescapable requirement.

Facilities and Operations at Smaller Airports

The smaller regional airports would be required to support operations only by day with a maximum of ten arrivals and departures per day involving about 100 passengers. This can be managed with a maximum of an eight-hour single-shift watch. Such airports can make do with a single runway of about 4,000 to 6,000 feet but will need a proper impregnable security fencing all around. It would have an Air Traffic Control (ATC) with basic radio communication and firefighting facilities. As only day time operations are envisaged at these airports, sophisticated navigational aids or permanently installed night landing facilities are not regarded as essential. The airport would have the facilities to operate in a networked environment and the security arrangements would have to be technology reliant with support of CCTV cameras, vehicles, weapons and well-trained personnel. To keep the management slim, airfield maintenance as well as the fuel farms would have to be outsourced.

Support from the Indian Air Force (IAF)

The IAF traditionally depended on the Indian Army for the security of its operational airbases. Even though IAF airfields are generally located at some distance from the borders, the growing threat of terrorist attacks made it necessary for the organisation to rethink its strategy of securing its airfields. Thus was born the concept of “Akash Yodha” or “Air Warrior”. In this concept, every individual donning the IAF uniform is taught how to handle weapons, operate communication equipment, is trained in field craft, armed and unarmed combat, is well versed in first aid and all issues related to airfield security. Thus, the Air Warrior in fact possesses multiple skills.

Apart from the basic expertise which the Air Warrior employs on a daily basis, be it as an aircraft technician, an automobile mechanic, an engineer, a vehicle driver, a pilot, an ATC controller, a radio operator, a clerk or a cook, he is a trained combatant capable of defending an airfield against terrorists or other inimical elements that pose a threat to its security. Thus, an Air Warrior, technical or otherwise, after retirement from service is not only familiar with aviation activities, aircraft operating environment and airfield security but can also provide professional expertise in manning the several regional airports in India.

Recall the scenario at the Chhatrapati Shivaji Terminus (CST) in Mumbai on November 26, 2008, wherein Kasab single-handedly held at gunpoint a large number of railway employees as well as passengers waiting to board trains. If there had been ex-Air Warriors employed with the railways deployed at CST, the scenario would have been entirely different. The Air Warriors who would have access to weapons stored at different locations at CST and would have instantly responded aggressively to neutralise the terrorist instead of waiting for the security forces to arrive. Thus the ex-Air Warriors would have helped to save lives instead of helplessly falling victim to a single terrorist.

A word of clarification here – the Air Warriors are essentially professionals with the added ability of armed combat – and ought not to be mistaken for commandoes whose sole expertise is armed or unarmed combat. The level of expertise in combat of an Air Warrior is obviously lower than that of a commando – yet way above that of a non-combatant civilian employee at an airport. The Air Warrior is weapons-friendly, willing to take risks and capable of offering stout defence against attack. In today’s terrorist-infested world, these qualities ought to make an Air Warrior the obvious choice for the sake of airport security.

HR Model for Small Airports

Personnel serving in the IAF retire from the service at an early age varying from 35 to 50 years and are available for a second career. A suggested model for manning a small airport with limited operations by ex-Air Warriors is as under:

• Airport Director: The incumbent could be from the Flying Branch, Administration ATC or Fighter Controller.
• Air Traffic Controllers - Two: These must be from the Administration ATC Branch
• Air Field Safety Operators (AFSO) – Two.
• Radio Technicians – Two: To handle communications.
• Fire Fighting Crew – Six: These would include drivers.
• Security and Baggage Handling – Six: From amongst the ex-IAF Police or clerical cadre.
• Administration/Accounts Staff – One.

The 20 personnel listed above would not only execute all necessary functions of airport management but also provide the appropriate security environment. Not all of them, however, need to be ex-IAF.

Implementation of the Concept

The suggested manning and operational model could be tested at any airport owned privately by the state government or the Airports Authority of India (AAI). The resultant professional output and low costs obtained would convince the operator and the regulator of its workability. Civil Aviation Regulations promulgated by the Directorate General of Civil Aviation (DGCA) on the subject of security would, however, need to be suitably modified. The best way forward is for the AAI, the state governments and the IAF to work jointly to solve the manning problems at the small regional airports as it would be a win-win situation for all. Private sector operators such as Reliance who have built greenfield airports could also source the required personnel from the IAF and adopt this model.

Conclusion

In the modern era, the threat from terrorism necessitates airports to ensure complete and foolproof security of the establishment and more importantly, for the transiting passengers, crew and cargo. The method adopted to achieve this at the large and metro airports is far too expensive to be replicated at smaller airports. The ‘hatchback philosophy’ of the auto industry must be the model for scaling the size and operations. A solution with the minimum level of manning lies in hiring ex-IAF personnel for these airports as they would provide a combination of professional expertise and security. This would pave the way for small regional airports to become the next growth engine.