The airline, which will end calendar year 2015 with a fleet of six airplanes, is expected to induct atleast one additional aircraft before end March 2016.
The additional aircraft, which will be the 7th airplane for the hitherto 17 month old airline, will be based out of Bengaluru. Presently, three are based at Bengaluru, and two at Delhi, with the 6th aircraft taking the count at Dehi to three. Basing the 7th out of Bengaluru is necessary to ensure that atleast 50% of the airline’s fleet is based out of Bengaluru, as per an agreement AirAsia India has with Kempegowda International Airport, Bengaluru. This agreement, a drive by the airport to increase traffic, gives AirAsia India certain benefits in terms of airport charges.
The 7th aircraft is expected to add a third frequency between Bengaluru and Delhi (both ways), and increase the frequency between Bengaluru and Goa to thrice daily, both ways. The aircraft will enable the opening of a new sector for the airline, a direct flight between Bengaluru and Guwahati.
With the 7th aircraft, the airline will fly 46 daily flights from its two hubs at Bengaluru and Delhi, deploying 8,280 seats a day. Capacity in ASK will increase by 47% over the 34 daily flights flown today, and 19% over the full utilisation of the fleet with 6 aircraft.
The Delhi <> Goa sectors, and the Delhi <> Guwahati sectors will get an additional frequency. The new sector that the airline is expected to operate is Delhi- Vishakhapatnam. Delhi to Vishakhapatnam will depart at 6:05 am as I52551, and will depart Vishakhapatnam at 8:35.
The total number of flights on the Delhi<>Goa sector goes upto thrice daily, and the number on Delhi<>Guwahati goes upto twice daily, from November 17th.
However, the airline now has two flights to Goa from Delhi (and back) spaced just 45 minutes apart, which may lead to cannibalization, pronounced during the off-peak seasons.
The new Delhi – Guwahati flight gives a Delhi passenger the option of a meaningful day return on the same airline.
One of the three aircraft patterns is expected to be dedicated to these new route and frequencies. Aircraft operating the pattern will fly DEL-VTZ-DEL-GOI-DEL-GAU-DEL, accumulating a block time of 14:45 hrs.
With the addition of the new aircraft and the related routes, the airline will increase capacity (measured in available seat kilometres) by 24% over the existing network, and will increase seat capacity by 17% to 7,200 daily seats. Daily flights will increase to 40 from the present 34.
Unlike in the summer peak season when the airline had two airplanes on ground for nearly two months, and incurred setup costs associated with the opening of four new stations (Delhi, Guwahati, Vishakhapatnam, Imphal) the airline in the winter peak season is not opening any new stations, thereby incurring no one time costs related to the network.
Presently, the airline is only selling the new DEL-GOI-DEL and DEL-GAU-DEL flights. The DEL-VTZ-DEL flights are yet to be announced and opened for sale.
Hyderabad based TruJet, brand name of Turbo Megha Airways Private Limited, is India’s 9th operational private airline, the country’s third operational regional scheduled domestic airline, and the country’s second all-turboprop, operational airline.
Turbo Megha Airways Private Limited was incorporated in March 2013, by three persons: Vankayalapati Umesh, Ram Charan Tej Konidala, and Ram’s sister, Sushmita Laggishetty.
46 year old Umesh, who serves as the Managing Director (MD) of the airline, rose from a ground-handling technician to running Turbo Aviation, which includes a jet charter company ‘Turbo Charter’ that owns a Cessna CitationCJ2. Turbo Aviation also offers ground handling services, CAMO services, and MRO Services.
30 year old Ram Charan is a Telugu Actor, and a director of MAA TV and reportedly owns Hyderabad Polo Horse Riding club. He and his older sister Sushmita are two of three children to 59 year old actor, producer, and Indian National Congress politician Konidela Siva Sankara Vara Prasad alias ‘Chiranjeevi’.
The company had an authorized share capital of INR 15 crores (INR 150 million), which was 3 Crores more than the minimum paid up capital requirement for an airline operating turboprop aircraft of the likes of ATR 72 and Q400, or regional jets like the Embraer E170, 175 and CRJ 700 and 900. Seating capacity was hence limited to the 70 – 90 seat category.
In May 2013, the airline pumped in INR 7 crores as capital, followed by another 5 crores which took the total paid up capital to 12 crores in July 2013 – sufficient to satisfy the DGCA requirement for the application of a regional permit.
In July 2014 – a year later, the airline received its no objection certificate (NOC) that allowed the airline to start the process towards obtaining an air operator permit (AOP). The formal application meeting for a southern regional AOP was held on 23rd January 2015.
In April 2015, the authorized share capital of the airline was increased to INR 50 crores, which can allow for a paid up capital of the same amount – the amount advised by the DGCA. This also allows the airline to apply for a pan-India license with larger airplanes.
In May 2015, Prem Kumar Pandey, Assistant Vice President at Megha Engineering & Infrastructures Ltd (MEIL), was appointed as a director, with investment from MEIL. 29 year old Prem is the son-in-law of one of the promoters of MEIL. ‘Megha’ in the registered name Turbo Megha Airways Private Limited indicates that investment from MEIL was certain way back in 2013.
Shareholding pattern in the airline is believed to have been restructured to stand as 22%-26%-52% between Umesh – Charan & family – MEIL, with access to around an additional INR 100 crore.
The airline received its first of two ATR 72-500 aircraft on 21st May 2015. The aircraft had earlier flown for the Malaysian airline and charter operator Berjaya Air. The 6 year old aircraft MSN 858 is registered VT-TMK, and the cabin is laid out with 72 seats. A month later, the airline received its second ATR 72-500 (MSN 875). After Berjaya shut turboprop operations, both aircraft were purchased by Singapore based Phoenix Aircraft Leasing, and were sold to Ireland based Elix Aviation Capital Services in December 2014. Elix has dry-leased the airplanes to TruJet. The same lessor has leased airplanes to Bangalore based Air Pegasus, which is a smart move as it helps transfer assets between operators should either shut operations.
The airline received its AOP on 7th July 2015, less than a year since obtaining its NOC, and around one-and-a-half months since receiving its first aircraft, making it the fastest regional Indian airline to obtain its AOP. Turbo Aviation’s experience with running a charter service which resulted in good preparedness, and the airline’s connections in the ministry are believed to have speeded up the process.
Trujet is an interesting name considering the airline operates turboprop aircraft for now. However, it must be borne in mind that a turboprop engine’s core is a jet engine.
According to the airline, ‘Trujet logo is inspired by the national bird of India peacock and represents all that the TruJet service aspires to be— graceful, joyful and luxurious. The logo also conveys attributes of service, professionalism, sophistication and, importantly, the airline’s Indian roots.’
Network, Operations & Competition
Usually, airlines take about a week to open for bookings once the AOP is received. Once bookings open, an airline starts operations usually 2-4 weeks thereafter. This allows sufficient bookings to build up before operations can commence.
In the case of Trujet, the airline wanted to cash in on the Pushkaram festival, an Indian festival dedicated to worshiping of rivers, once every 12 years. The airline started operations with one aircraft on 12th July, flying between Hyderabad, Chennai, Tirupati, and Rajamundry.
On 26th July, the airline commenced its regular, non-seasonal operations with one aircraft, connecting Aurangabad, Tirupati and Rajamundry to Hyderabad. All three destinations are significantly driven by religious tourism. Aurangabad is an airport very close to a religious destination – Shirdi. The airline stopped services to Chennai from 26th July.
Presently, the airline operates a double Hyderabad-Tirupati service, and single Hyderabad- Rajamundry and Hyderabad-Aurangabad services. With this, the airline operates 8 flights a day, clocking 10:20 hours of utilisation with turn-around times of 25 minutes. Average block time is 1:20 hours, and average sector distances are 220NM. With such sectors, the aircraft can be pushed (subject to commercial and operational viability) to fly a maximum of 10 flights a day with a utilisation totaling a little over 13 hours a day. However, the present utilisation is good for a startup airline.
The second aircraft is expected to be operationally ready in a week’s time, and will fly sectors out of Chennai.
At the time of research, Trujet’s frequency between Hyderabad and Tirupati, both ways, is twice daily, against 6 flights onward and 8 flights on the return. Aircraft deployed on the sector are in the 70-80 seat category including Air Costa’s Embraer E170s and SpiceJet’s Q400s. However, Air India deploys 172 seat A321s and 48 seat ATR 42s on that route.
On the Hyderabad-Aurangabad sector, Trujet enjoys a monopoly.
On the Hyderabad – Rajamundry sector, Trujet’s single frequency competes with SpiceJet’s 1 onward and 2 return frequencies, and Jet Airways’ three frequencies either way. While SpiceJet deploys its 78 seat Bombardier Q400s on the route, Jet Airways deploys ATR 72-500s. Difference in speeds between the two types result in only 5-10 minutes of block time difference.
The airline offers a transit (no change of flight) service between Tirupati and Aurangabad via Hyderabad.
A flat 4% sales tax on fuel (in comparison to upto 28%) for aircraft operating scheduled serviced with less than 80 seats, and a waiver of airport charges for aircraft of such weight category will keep direct operating costs at Trujet lean. The operating economics of the ATR 72, which is best suited for such mission lengths, will further contribute to a lean operating structure.
Maintenance of the aircraft is carried out in house at Turbo Aviation’s maintenance facility, which has an approval for the aircraft type.
The airline has a very simple fare model that has 13 active fare buckets. Fares for all sectors in corresponding buckets are the same fare, whether a direct or a hopping flight. There seems to be no discounted one-way fares for return flights. Adaptation to sectors that are higher in demand or longer is achieved by erasing lower fare buckets. The first 9 buckets are in flat INR 500 increments, and the last 4 buckets are in increasing increments. The airline will reportedly offer 10% discount for senior citizens, students below 18 years, members of the South India Artistes’ Association and those from the film fraternity.
Trujet may become the only airline in India to offer a comprehensive travel solution. To cater to passengers whose wish to be connected to cities or towns that do not have an airport, the airline plans of introducing Volvo bus services that pick up passengers to drop them at the airport, and pick up passengers from airports to drop them at their actual destinations such as Shirdi. The airline reportedly plans to assume full responsibility of baggage handling at the bus pick up point, the airport, and the bus drop point.
The airline reportedly offers a complimentary in-flight meal.
The airline has reportedly identified 18 tier-II towns and cities in the south for operations. Most major airport cities in the southern region show promise.
Some of the other destinations, as made public earlier, are Mangalore, Vijayawada, Bangalore, Hubli, Vishakhapatnam, Tuticorin, Coimbatore, Salem, and Kadapa. The airline’s new destinations are expected to be announced when the second aircraft is ready to fly online, as the first aircraft’s rotation has no room to accommodate new flights.
The airline reportedly has plans to increase the fleet to around 5 aircraft by March 2016. The fleet is reportedly expected to touch a size of 4 in January 2016.
The airline is targeting a break even period of 12 – 24 months. This translates to a break even between Q1’17 and Q1’18.
A regional model with turboprops makes for a good feeder model, and may be sustainable in low capacity high demand routes, but may saturate fast without room for growth in connectivity. The ATR 72 is ideal for sectors of upto 1:45 hrs block time. For real growth, an airline must look beyond mere regional connectivity, and will need to offer pan India, inter-regional connectivity, which is commercially and operationally viable with regional jets. The airline is reportedly taking steps towards expanding its operational territory beyond the southern region into neighboring regions, for now with its turboprop aircraft.
The airline may adopt a dual-fleet strategy for a good combination of range, connectivity, and penetration.
It is to be seen if the airline becomes the first regional operator to convert to a pan-India license.
The Flying Engineer offered comments on Trujet to Business Standard, based on this research . Click Here to read.
AirAsia India announced today Delhi as its second hub, after Bangalore. Delhi will also serve as a base for the airline, while Bangalore will remain the home base.
Assuming that the airline will start flying between Bangalore and Delhi, the airline will for the first time begin flying on a Category I (Cat I) route, as defined by the prevalent route dispersal guidelines (RDG). Flying on a Cat I route will now oblige the airline to deploy a minimum percentage of the Cat I route capacity on Category II, IIA and III routes. Capacity is measured on an available seat kilometer (ASKM) basis. Every 180 seat flight between Bangalore and Delhi adds approximately 3,42,000 ASKM.
This makes the choice of Delhi as a base very important.
The importance of Delhi
Category II (Cat II) routes are routes which were traditionally looked upon as ‘loss making’ routes. These are routes that connect the mainland to the ‘neglected’ north-east, far north, and the islands that make up Lakshadweep and the Andaman and Nicobar Islands. (Please note that ‘neglected’ is a harsh word, but that’s how the ministry looks upon these regions as far as air connectivity is concerned). 10% of the Cat I capacity must be deployed on Cat II routes (To be soon revised to 20%). Had AirAsia India flown to Port Blair from Chennai or Bangalore, this requirement could have easily been met. AirAsia’s Airbus A320s cannot operate into and out of Agatti’s short strip.
Category IIA (Cat IIA) routes are routes which connect airports within a ‘neglected’ region. Examples are Jammu-Srinagar, and Guwahati-Bagdogra. Unfortunately, the southern portion of India – where AirAsia India is based- has no such Cat IIA routes. 1% of the Cat I capacity must be deployed on Cat II routes (to be soon revised to 1.5%)
To cater to a Cat I route and Cat II & IIA routes, the northern part of India is a wiser hub.
All the routes AirAsia India flies today are Cat III routes, as per prevalent RDGs.
Establish the route
By having a hub at Delhi, AirAsia India can fly early morning flights from Delhi to Bangalore, which can be mirrored by early morning Bangalore – Delhi flights. Similar flights from either destinations may be flown in the evening. This requires one A320 to be based at Delhi, to start with.
If such a strategy is followed, each aircraft will fly a minimum of 2 flights on the Bangalore – Delhi/vv route. Each flight is planned for 2:45 hrs, which will total upto 5:30 hours of utilisation per aircraft on this city-pair, leaving a maximum of around 7hrs of utilisation for other stations.
We feel that the airline may fly a 3x Bangalore-Delhi one way, per day, of which at least 2 shall be direct flights.
Flights to Delhi are not expected before May 2015, and perhaps not before mid-May 2015.
Deploy Cat II & IIA capacity.
Flights between Delhi-Jammu-Srinagar or Delhi-Guwahati-Bagdogra or Delhi-Guwahati-Agartala may be flown for Cat II and Cat IIA capacity. Delhi-Jammu-Srinagar seems to be the most likely set of cities to be flown first.
If the airline is innovative enough, it may make the most of its patterns to fly underserved routes. I am obliged to not exercise my creativity in suggesting routes.
Open Vishakhapatnam as a destination
AirAsia India presently flies three aircraft, and one of the three patterns flown everyday has a poor utilisation of just 7:50 hrs (see above). It is in this pattern – the third pattern, that two flights to Vishakhapatnam may easily fit in (as published in the DGCA’s Summer Schedule), with perhaps slight schedule changes.
The necessity – 5th aircraft
Opening the Delhi-Bangalore route will require two additional aircraft: one based at Bangalore, and the other at Delhi.
Further, as per CAR Sec 3 AT series C Part II, operators “will be given one year’s time from the date of securing operator’s permit, to have the fleet size of five aircraft”. AirAsia India secured its AOP on May 7th, 2015, and a 5th aircraft is necessary to meet regulatory requirements.
Today, at around 11:00hrs IST, AirAsia India’s 5th aircraft flew into Hyderabad from Kuala Lumpur. The aircraft is a used Malaysia AirAsia A320-216 (9M-AHU) without winglets, and is around 5.5 years old. The aircraft is AirAsia India’s second, non-winglet A320, after the 7 year old A320 which was unveiled to the public on 21st March in the JRD Tata livery (see image on top). Both aircraft are yet to start flying commercially for the airline.
The first three aircraft have winglets. If the airline is prudent with its fuel burn, only the winglet equipped aircraft (VT-RED/ATF/ATB) will be deployed on the BLR-DEL vv route.
Thank you to @ATCBLR on Twitter for posting the 5th aircraft’s arrival.
Marked shift in strategy
Last year, Mittu Chandilya, CEO AirAsia India had announced Goa as the second hub, with the induction of the 4th aircraft. He had also mentioned that the airline will keep off Delhi and Mumbai.
The airline last operated flights on the Bangalore – Chennai route on 31st March 2015.
Three days after securing its Air Operator Permit (AOP), Vistara opened for bookings, for flights 9th January 2015 onward. This marks the start of commercial operations in Q4 FY2014-15, a period which is traditionally the second weakest season for Indian domestic travel.
The airline places itself as a full service carrier (FSC), with a three class cabin.
Rows 1 – 4 feature a four abreast Business Class Cabin with 16 seats. The seats sport a 42-inch seat pitch, with a 7-inch recline. Business class passengers will be pampered with a meal service with fine linens and bone china tableware. Meal options – for all classes – are shown on the left. Business class passengers will have a separate check-in counter at airports. Passengers are entitled to 30kgs check in and 7kgs carry-on baggage. Fares are in two categories – Business Flexi and Business Saver, with the expensive former waiving off a change fee while allowing the ticket to be valid for 12 months.
Rows 5 – 10 feature a six abreast Premium EconomyClass Cabin with 36 seats. The seats sport a 33-inch seat pitch, with a 4.5-inch recline. This cabin section includes two emergency exits at rows 9 and 10. These rows offer a 36 inch legroom, but the recline is unavailable on row 9 and perhaps restricted on row 10 due to the cabin partition wall right behind. Passengers are entitled to food and beverage. Premier Economy class passengers will have a separate check-in counter at airports. Passengers are entitled to 20kgs check in and 7kgs carry-on baggage Fares are in two categories – Premium Flexi and Premium Saver, with the expensive former waiving off a change fee while allowing the ticket to be valid for 12 months.
Rows 11 – 27 feature a six abreast Economy Class Cabin with 96 seats. There are only 16 rows in this section, but the row numbering skips the number ’13’, misleading one to believe there are 17 rows. The seats sport a 30-inch seat pitch, with a 3.5-inch recline. The seat thickness will determine the actual legroom available. For example. IndiGo’s 29-inch seat pitch with its ultra slim dragonfly seats are thin enough to offer the equivalent of a 31-inch seat pitch legroom with standard seats. Passengers are entitled to food and beverage. Economy class passengers will have a separate check-in counter at airports. Passengers are entitled to 15kgs check in and 7kgs carry-on baggage Fares are in two categories – Economy Flexi, Economy Saver, and Economy Super Saver, with the expensive first option waiving off a change fee while allowing the ticket to be valid for 12 months.
In addition, passengers who have web-checked in will have a separate counter to drop off check-in baggage. The airline also offers an auto check in service, in which if the passenger has not self checked-in at 4 hours prior to scheduled departure time, the airline will auto check the passenger on the flight and send the boarding pass via SMS or email.
In total, every aircraft is configured with 148 seats.
The lower number of passengers and dedicated counters may check in a smooth experience. Being a FSC, load factors may hover around the 75% range, leading to just 111 passengers per flight, on average – possibly a smooth boarding experience.
Vistara’s IATA code is ‘UK’. On the first day of Operations – Friday, the 9th, January 2015, the airline will operate only on the Mumbai-Delhi and return sectors. Vistara’s regular flight numbers are expected to start with ‘9’. However, on January 9th, the airline will operate two flights to Mumbai from Delhi and one flight to Delhi from Mumbai, all with special flight numbers – 895, 890, and 228. Flights to and from Ahmadabad will commence the next day, on the 10th of January. With this, one aircraft will be stationed at Mumbai.
The first commercial flight will be operated as UK890, which Departs Delhi at 12:30IST and arrives at Mumbai at 14:45 IST.
The airline will commence operations with two aircraft, both Airbus A320-232SL, registered VT-TTB and VT-TTC. The airline will operate the following patterns from 10th January, with the first pattern for an aircraft out of Mumbai and the second for an aircraft out of Delhi. The pattern holds good for most days, with certain changes on Sunday. Reportedly, the pattern will run till 15th February 2015.
The airline will operate from Terminal 2 of Mumbai’s Chhatrapati Shivaji International Airport, and Terminal 3 of Delhi’s Indira Gandhi International Airport.
AirAsia India made two firsts for itself in a span of two days. On 17th December, it started operating to Pune, connecting Pune to Jaipur. The airline operated its first non-immediate base return point to point route, with Bangalore-Pune-Jaipur-Pune-Bangalore. Although AirAsia India CEO Mittu told The Financial Express that “This is the first time we will be having a hopping flight“, the airline does not offer a Bangalore-Jaipur booking with Pune as a stop (hop). The flight number changes from 1424 to 3424 and 3425 to 1425. AirAsia today is the only airline to offer a direct flight between Pune and Jaipur.
On 18th December, the airline started operating with its third aircraft : VT-RED, which is an A320-216SL with MSN 5824. The aircraft is a 1 year old airplane from AirAsia Berhad, which operated the aircraft as 9M-AQW. This is AirAsia India’s second used aircraft, and on account of its age, the oldest aircraft in the fleet. The average fleet age now stands at 10 months.
VT-RED flew in from Hyderabad at 00:40IST on 18th December. VT-RED breaks the VT-AT* series that the airline had hoped to continue. Reportedly, this is in line with AirAsia’s move across the group to focus on a ‘red’ theme. AirAsia Berhad changed its radio call sign from ‘Asian Express’ to ‘Red Cap’ on 16th November, 2014. It is believed that AirAsia India’s radio call sign ‘Ariya’, may be changed to something that includes ‘red’.
On the same day – 18th November- the airline introduced its second direct Jaipur service from Bangalore. Jaipur’s timings now support the business traveller in offering a same day return.
Presently, the airline intends to fly these three patterns, as shown below. However, with three pairs of simultaneous departures out of Bangalore, the airline may swap blocks of flights between the patterns. For example, the 13:15 Goa departure in Pattern 1 (cell in yellow) may be swapped with the 13:15 Pune departure in Pattern 3. Pune’s timings vary on Saturdays and Tuesdays.
Performance and Outlook
AirAsia India seems to have indefinitely dropped its Chennai early morning flight. The airline has been grappling with numerous delays in its operations, believed to have been caused by its shortage of senior cabin crew. The start of Pune operations on the 17th without the third aircraft proved to have heavily disrupted the airline’s schedule on the day, with delays as much as five hours.
For the month of November, the airline had the second highest cancellation rate of 2.65%, which trailed SpiceJet – an airline that was riddled with numerous cancellations. Delays, which were very pronounced in November, and spills into December, resulted in 1,451 passengers being affected last month – the 4th highest in the industry. 225 passengers were affected by the airline’s cancellations. Considering the airline flew 61,000 passengers in November – a drop of 5,000 passengers from October – the percentage of affected passengers are significantly high.
Load factors at AirAsia India rose by 3.6% compared to October, to 79.8% in November. While this may seem encouraging, it must also be borne in mind that the airline deployed a lower capacity in November, due to cancellations. In November, the airline flew 10,173 lesser seats, resulting in a seat capacity drop of 11.7% compared to October. Part of the high load factors may be explained through the servicing of affected passengers by re-booking them on another flight. Clubbing of flights, like at SpiceJet lead to misleadingly high load figures.
Based on AirAsia India’s past behaviour, it seems unlikely that the airline will launch either a new route or induct a new aircraft by the end of calendar year 2014. The year may end with three airplanes and seven destinations.
However, the airline has been the most unpredictable in the country’s history, with ”Anything can happen’ gaining prominence over ‘Now Everyone can Fly’.
Bangalore based Air Pegasus today received its first aircraft – an ATR 72-500, MSN 699 – from its lessor, after successfully completing its acceptance flight. Minor glitches in the aircraft’s auto flight system had delayed the ferry.
The aircraft, sporting an all white body (much like Vistara’s first Airbus A320), was ferried from its storage at Kuala Lumpur, and flown to Bangalore via Dhaka, where it had a tech stop. The aircraft departed Kuala Lumpur at around 0340Z/0910IST, and landed at Dhaka at 1020Z/1550IST, after flying for almost 6hrs40min. The aircraft departed almost an hour later at 1120Z/1650IST, and landed at Kempegowda International Airport (Bangalore) at 1530Z/2100IST, after 4hrs10minutes.
The first leg – Kuala Lumpur (WMKK), Malaysia to Dhaka (VGHS) was 1,550NM long, and the second leg- Dhaka(VGHA) to Bangalore (VOBL), India was 1,047NM long. Cruise was at flight level (FL) 240. Below is the routing.
The aircraft was piloted by two captains- Sipsas and Brilakis – the only two expats on contract with Air Pegasus, as of today. The aircraft ferried flew in with a registration M-ABFC, and was formerly operating for Kingfisher Airlines with the registration VT-KAA. The aircraft went into storage in the April of 2012, and has not operated since.
Air Pegasus becomes ATR’s newest operator in the country.
TATA-SIA’s A320-232SL (SL=sharklets), was spotted flying for the first time at Toulouse, France yesterday. The aircraft was flown with a test registration F-WWDT, and the airframe is serial number 6223.
The aircraft is to be registered as VT-TTB. The aircraft will next fly to Hamburg where it will have its cabin fitted in accordance with TATA-SIA’s preferences.
The aircraft is expected in Delhi, India by August 15th, but no later than August 20th.
The airline received its no objection certificate (NOC) from the ministry on April 2nd 2014, and applied for an air operator permit (AOP) on 22nd April 2014. On 9th July 2014, the DGCA decided to consider the AOP application of TATA-SIA, after inviting and reviewing objections and suggestions from the public.
Judging by the pace of developments and clearances at the airline, the AOP is expected by the first half of September. Considering that the Delhi High Court today adjourned the hearing of petitions filed by the Federation of Indian Airlines (FIA) and Subramanian Swamy against TATA-SIA and AirAsia India to September 12th, TATA-SIA may secure its AOP before the court hearing.
Once the AOP is secured, the airline may open for sales in September, and begin operations by end September / early October, subject to timely clearance of flight schedules by the DGCA.
Choice of Power.
Although TATAs have a stake in both TATA-SIA and AirAsia India, the engine chosen by the full service airline is the IAE V2527-A5, unlike the CFM56-5B6 flown by AirAsia. This particular IAE engine is similar to what IndiGo uses on its Airbus A320 aircraft, and has a higher thrust but lower bypass ratio when compared to the CFM56-5B6. As a result, the IAE engines are noisier.
Take off Thrust
*Based on FAA data. Quantified comparison omitted here as it’s too exhaustive.
IAE V2527-A5 on an IndiGo A320-232SL
Pratt and Whitney holds majority stake in the IAE venture, which was originally formed between Pratt and Whitney, Rolls Royce, MTU Aero Engines and Japanese Aero Engine Corp now has Pratt and Whitney as the major stakeholder when the United Technologies Corporation engine unit bought out Rolls Royce’s stake in October 2011.
TATA-SIA’s choice of engine was very natural. Singapore Airlines flies Boeing 777s, A380s, and A330s-all powered by Rolls Royce Engines. Singapore Airlines’ subsidiary-Silk Air-flies A320 and A319 aircraft fitted with IAE engines. Tigerair, in which Singapore Airlines has a stake, flies A320s and A319s with IAE engines.
AirAsia’s fleet mostly comprises of the A320-216 (CFM56-5B6 powered).
According to Amit Singh, Director Flight Operations at AirAsia India, the low thrust of the 5B6 translates to maintenance savings. Worldwide, CFM engines have a reputation for reliability and robustness, reportedly better than IAE’s. The CFMs are reported to offer better economics on the A320 and A319.
Although CFM has more than 55% of the classic engine market that powers the A320 aircraft, it has a lower market share in Asia Pacific. In India, presently, 93 Airbus A320 family aircraft are powered by IAE Engines, while 66 are powered by CFM engines. Of the 93 IAE powered A320 aircraft, 78 comprise IndiGo’s fleet.
Edit: Thrust ratings changed to reflect take off thrust as published by EASA.
Air Asia India’s first aircraft, Airbus A320-216SL, registered VT-ATF (MSN 6015), has finally departed Toulouse (ICAO: LFBO, IATA: TLS) for its final destination Chennai (ICAO: VOMM, IATA: MAA). The ferry flight will however make one stop at Ankara’s (Turkey) Esenboğa International Airport (LTAC).
The aircraft is expected at Chennai at 09:30hrs IST (UTC+05:30) on 22nd March 2014. The callsign is the aircraft’s registration, VT-ATF.
The ferry flight is finally taking place after 9 days, due to issues the airline had with the DGCA that prevented it from ferrying it on the 12th of March 2014, as covered earlier here.
The 9 day delay will have an effect on the start of operations. With this aircraft, the airline can undertake the last hurdle in the grant of the AOP: Route proving flights. With the AOP expected in April, operations may start either late May or early June. The airline can start selling tickets only after the AOP is granted and flight schedules approved. No information is yet available on the second aircraft, which is reportedly planned to be registered as VT-ATB.
The aircraft taxied out at 16:15 hrs UTC, line up on runway 14R at Toulouse at 16:19hrs UTC, started take off roll and was airborne at 16:26 hrs UTC. (21:56hrs IST)
The aircraft’s MODE-S transponder’s ICAO 24 bit unique aircraft address’ Hexadecimal code is 800B09. The ferry flight was assigned a squawk (transponder) code of 4041 by Toulouse, which is subject to change as it passes through different flight information regions.
Update18: Aircraft landed at 0400hrs UTC (09:30hrs IST), with a 0 minute delay, on runway 25, Chennai. Exited via taxiway F. Water cannon salute to be followed by flag waiving. Flight time LTAC-VOMM 06:43hrs.
Update17: Aircraft begins descent from FL390 at 140NM from MMV, at 0316hrs UTC
Update16: Aircraft leaves Mumbai flight information region and enters Chennai FIR at 0243hrs UTC.
Update15: Aircraft enters Indian mainland over the western Indian coast, over the coastal town of Guhagar, 215km south of Mumbai, Ratnagiri district of Maharastra, at 0231hrs UTC.
Update14: Aircraft is in Mumbai FIR, waypoint PARAR, at ~0115hrs UTC. Another 1.5hrs to the Indian coast. Squawk is 1101.
Update13: Aircraft refuels, and departs Ankara’s Esenboğa International Airport, airborne at 2117hrs UTC. Spends total 01:19hrs on ground including taxi in/out. Squawk 2514.
Update12: Established ILS for 03R at 1955hrs UTC. Aircraft landed on runway 03R at Ankara’s Esenboğa International Airport (IATA: ESB, ICAO: LTAC) at 1958hrs UTC. Expected time on ground 30 minutes. 03:32hr flight concludes stage one of the ferry. Route is shown in image above.
Update11: Aircraft begins descent from FL390 at 1935hrs UTC, ~100NM from Ankara.
Update10: Aircraft enters Turkish Airspace at waypoint RIXEN at 1918hrs UTC!
Update09: Aircraft enters Bugarian airspace at 1839hrs UTC.
Update08: Aircraft brushes past the northern tip of Montenegro, and enters Serbian Airspace at 1817hrs UTC.
Update07: Aircraft enters Bosnia and Herzegovina at 1803hrs UTC
Update06: Aircraft crosses over into Croatian Airspace at 1747hrs UTC.
Update05: Aircraft leaves Italian Coast at 1742hrs UTC. Winds slow acft down to 438kts G/S.
Update04: Crew witness twilight over San Marino, Italy, at 1736hrs UTC.
Update03: Aircraft crossed into Italian Airspace at 1702UTC, 466kts, FL390. Squawk changed to 1212.
Update02: Aircraft step climbed and reached FL390 at 1649hrs UTC.
Update01: Aircraft is cruising at FL340 and maintaining a ground speed of 466kts.
Airplanes on display; Modest display by the small number of international exhibitors; Civil Aviation Minister talks of robustness and reforms; Same ministry’s DGCA is responsible for the delay in Air Asia’s ferry flight.
The photo above shows you how many airplanes were present at the show. There are only two wide bodies, essentially representatives of Boeing and Airbus, and the business-jet-segment representatives of Bombardier and Embraer. Beechcraft, which abandoned the “Hawker” in its earlier name “Hawker-Beechcraft”, after deciding to abandon the jet segment and focus on turboprops, and which was recently bought over by Textron, the parent company of Cessna, had three turboprop representatives at the show, from the Kingair line: B250, B350, and C90. Cessna had its Citation 560XL, Gulfstream brought in its G150 and G650, Bombardier its Challenger 605, Piaggio Aero its Avanti, Embraer its Phenom 100, Legacy 650, and Lineage 1000, Dassault its Falcon 7X, Airbus and Emirates their A380, and Boeing its 787. GMR-APFT, the new Hyderabad based flight school, positioned their Diamond DA-40D fitted with a diesel engine, and the UK based Mark Jefferies Air Shows and Display Aerobatics’ two Extra 330SC and 300L aircraft.
Few aircraft, including helicopters, did not turn up after the exhibitors decided not to participate in the airshow.
In total? Just 17 civil aircraft present for a country with the world’s second largest population and in a region with phenomenal aviation growth, at the 4th International Exhibition & Conference on Civil Aviation- India Aviation 2014.
Just one order marked the highlight of the day: SpiceJet and Boeing, which had for long dragged the decision to announce the airline’s purchase of 42 Boeing 737 MAX 8s, finally went public with the US$4.4 Billion worth order, pegging the price of each 737 MAX 8 at US$ 104.7M. The 737 MAX’s first flight is scheduled in 2016 with deliveries to customers beginning in 2017. SpiceJet is to receive 17 Boeing 737-800s directly from Boeing, in addition to the order for 737 MAX 8s.
Jet Airways’ order for the Boeing 737 MAX has yet to be announced.
Ajit Singh, Minister for Civil Aviation, stated in his speech at the show, “….is happening at the time when Indian Aviation is witnessing several policy changes and reforms to provide a robust aviation sector.” It is unclear whether the robustness was in reference to protecting existing players (airlines) from competition, or referring to a system that simply does not exist, evidenced by the FAA’s downgrade of the Indian DGCA.
Air Asia India, which was to have ferried its first Airbus A320 to India, today, has postponed the flight by a few days due to certain issues with the DGCA, invalidating the claims of the aviation minister.
The minster also went on to say, ” Civil aviation in India has been scripting a major success story due to progressive policies of the Government”, and that, “commercial fleet size is expected to grow from 400 today to 1000 aircraft by 2020”. There was no reference made to general aviation.
The same progressive Civil Aviation department did not permit few composite airplanes from flying into the show.
Only 26 International Exhibitors are present at the show, most with extremely modest presences.
Edit: Boeing 737 Max unit price corrected; A380 operator corrected.
First Air Asia India A320 arriving at Chennai tomorrow: landmark event in Indian regional aviation; Air Asia set to clear last hurdle in grant of AOP: Route Proving Flights.
Sources in Toulouse have confirmed that VT-ATF, Air Asia India’s first A320, will depart Toulouse today evening (12th March 2014) to reach Chennai on the morning of the 13th at 09:30hrs local (IST).
Air Asia’s flight crew are already at Toulouse.
This is in agreement with an earlier estimate by the Flying Engineer, on when the aircraft will be delivered (click here).
The great circle direct distance between Toulouse (LFBO) and Chennai (VOMM) is 4,390NM. The ferry flight will however make one stop at Ankara’s (Turkey) Esenboğa International Airport (LTAC).
The aircraft is an A320-216SL (A320 airframe powered by the CFM56-5B6 engine and featuring the Sharklets (Airbus’ term for Winglets). The 56-5B engine delivers 23,500 lbf (100 kN) of thrust, per engine.
In comparison, Go Air flies the A320-214SL, which features the more expensive CFM-56-5B4, which delivers 27,000 lbf (120 kN) of thrust, per engine, and consequently allows for a higher maximum take off weight.
Air Asia India’s A320 will allow the airline to finish off its last formality: route proving flights, which essentially are dummy flights (real flight, but with no paying passengers) to either one or more of its destinations from its base, to prove to the DGCA that it can smoothly handle and meet operational requirements. Once done, and if the DGCA is satisfied, the airline will be granted its AOP, paving the way for operations to start.
The airline is expected to commence commercial operations in May 2014.
Almost a week after its first flight, and less than a week ago, Air Asia India’s Airbus first A320, to be registered as VT-ATF, returned to Toulouse from Hamburg on 26th February 2014, after having its cabin fitted with seats, and other interiors.
The cabin is all economy, with 180 seats, similar to IndiGo’s cabin layout.
With the Indian GAGAN (GPS-aided geo-augmented navigation) system expected to be fully operational by year end, The Flying Engineer visited a Diamond DA40NG today, at Bangalore, to check if the aircraft was SBAS (Satellite Based Augmentation System) enabled, and how GPS information is presented.
GPS is the acronym for the Navstar Global Positioning System, a space-based radio navigation system owned by the United States Government (USG) and operated by the United States Air Force (USAF). Due to its global availability, the Navstar GPS is a Global Navigation Satellite System (GNSS).
A SBAS system, in principle, detects errors responsible for low accuracy and integrity of GPS receiver positions, and broadcasts those errors via geostationary satellites. SBAS enabled GPS receivers apply these corrections, to compute a more accurate GPS position, with 99.99999% certainty. Sources of errors include the satellite (timing errors), and signal propagation delay (as it passes through the ionosphere). Satellite errors are applicable worldwide, but ionosphere errors are location specific.
The Garmin G1000 system relies on the GIA 63 IAU (Integrated Avionics Unit), which functions as the main communications hub, linking all other units (LRUs) with the PFD. Each IAU contains a GPS receiver, a very high frequency (VHF) communication/navigation/glideslope (COM/NAV/GS) receiver, and system integration microprocessors. The GIA 63W (Note the extra “W”) contains a GPS WAAS receiver. WAAS is the United States’ SBAS.
Although labeled as a WAAS receiver, the unit can receive satellite corrections from other operational SBAS as well: Europe’s EGNOS, and Japan’s MSAS, as seen in the photo on the left.
When GAGAN becomes fully operational, supporting ILS CAT-I like GPS approaches, Garmin International is expected release a navigation database update cycle that will allow the Garmin G1000 display units to list the GAGAN system under “SBAS Selection”. It may then be prudent to de-select WAAS, EGNOS and MSAS, and select only GAGAN.
The GPS Signal Strength box, as seen in the GPS Status page, in the photo on the right, shows the GPS satellites (these satellites have a code, called a PRN (Pseudo Random Noise), between 1 and 32), and the SBAS satellites (124, 126, 129). Satellite 124 is Artemis (EGNOS), 126 is INMAR3F5 (EGNOS), and 129 is MTSAT1R (MSAS).
GAGAN’s SBAS satellites, GSAT-8 and GSAT-10, will be seen as satellites with PRN 127 and 128, respectiely.
The green bars show satellites that are actually being used in the position calculation, the height of the bar proportional to the signal strength. The blue bar shows satellite 25 is locked on but not yet being used in the position calculation. The hollow signal strength bars for satellites 31, 126 and 129 show that the receiver has found the satellite and is collecting data, before the satellite may be used for navigation, and the bar becomes solid. No signal strength bar, as seen for satellite124, shows that the receiver is looking for the indicated satellite.
The “D" indication on signal strength bar shows that the satellite is being used for differential computations. The differential computations, which is the consideration of the “error” to improve positional accuracy, is based on transmissions from EGNOS and MSAS. Since India is not in the intended geographical coverage area of EGNOS or MSAS (see image above, courtesy AAI), Ionosphere corrections are unavailable, but satellite error corrections, which are globally valid, are available, and being used.
With these corrections, the Estimated Position Uncertainty (EPU): the radius of a circle centered on the GPS estimated horizontal position in which actual position has 95% probability of lying, is 0.05NM, as seen in the Satellite Status Box.
The Horizontal and Vertical Figures of Merit (HFOM and VFOM), seen as 23ft and 33ft respectively, is the current 95% confidence horizontal and vertical accuracy values reported by the GPS receiver.
Based on GAGAN’s trials by the Airport Authority of India (AAI), the observed accuracies are 3ft horizontal and 5ft vertical: a dramatic increase in positional accuracy, which the same aircraft will observe when the GAGAN is switched on for civilian use: something that is hoped to happen by the end of Jan 2014, as per the AAI General Manager (CNS) heading the Ground Based Elements of the GAGAN Project at Bangalore, India.
Three and a half months after the first C Series took to the skies, the second Flight Test Vehicle, FTV2, registered C-GWYD, took off from Montréal International (Mirabel) Airport on 3rd January, 2014, climbed to 13,000ft, touched 180knots. The maiden flight lasted 2hrs 15 minutes. When compared to the A350’s program, which has a similar target of certifying the aircraft within 12 months with 5 test aircraft, the CSeries’ CS100 FTV2, has taken to the skies almost 2 weeks earlier.
The 5 CS100s will later be joined by 2 CS300s. Interestingly, Bombardier plans the CS300s for a later stage in the testing, when the CS300 accounts for close to 65% of all CSeries Orders (182). In contrast, the A350-900XWB, which accounts for 67% of the 814 orders, is the model that is flying in the test flight campaign.
Says Rob Dewar, Vice President and General Manager, CSeries Program ,“While FTV1 is the initial test vehicle validating the flight envelope, FTV2 testing will complement the existing knowledge we have gained from FTV1 – all of which will ensure the accuracy and efficiency of the data collected. Specifically, we will look to FTV2 to test the aircraft systems and its redundancies, including the brand-new avionics suite, in addition to measuring the aircraft’s performance. The ongoing momentum of the CSeries flight test program has been an energizing experience for the team, and we are eager to apply the knowledge gained from FTV1 and FTV2 to the following flight test vehicles, which will also take flight this new year."
2013 was a very interesting year for civil aviation, both globally and locally (India). In this article, we capture some of the most prominent, and important events that took place, that will help shape the aviation of tomorrow.
UPDATE02: Nullifies Update01. Director of IGRUA, Air Marshal (retd) VK Verma confirms that the aircraft / wreckage is not found, and that Search and Rescue are still underway. Although the situation hints at an undesirable outcome, we apologize for bringing out the previous update.
UPDATE01: Reportedly VT-FGE’s has crashed, taking the life of the student pilot.
A 4 year old Diamond DA 40 CS (similar to above photo) bearing registration VT-FGE went missing on a training flight today (24th December 2013). The aircraft departed Gondia at 07:09UTC (12:29 IST) for a navigation cross country to Panchmarhi and back. The aircraft was expected to return to Gondia at 09:16UTC (14:46 IST).
The last known position was 63NM on Radial 359 from Nagpur Radar, at 0745UTC (1315IST). This places the last known position of the aircraft on the route from Gondia to Panchmarhi, with no apparent deviation. This last know position is overhead the village of Raja Khoh, Chhindwara, Madhya Pradesh, and 80NM from Gondia.
The distance between Gondia and Panchmarhi is 120NM, and was the first long navigation cross country flown by the IGRUA cadet (name withheld upon request). The cadet has about 90 hours total time. The cadet was the only occupant, on board.
Terrain around Panchmarhi
Panchmari, a hill station, which is at an elevation of 3,600ft, is known to be notorious for its terrain, turbulence and poor visibility. Panchmari has a mud, unmarked runway oriented 04-22.
Search and rescue operations have been commenced, but the aircraft hasn’t been located. No ELT signal has been received, pointing either to a soft and safe landing of the aircraft in an open field, or the malfunction of an ELT in a crash. We sincerely hope the former is true. No call has been received from the cadet’s mobile phone, which was with him. No distress calls were heard.
The endurance of the aircraft is 04:00hrs, and at the time of writing this piece, the aircraft departed 10:15hrs ago.