National Civil Aviation Sector

Tshering22

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First time use of Gagan navigation system for civil airline landing

GAGAN is not an indigenous navigation system. As the name suggests, it is a signal augmentation system of the existing GPS access. Basically, it is used to enhance GPS signals in areas of interest.

NavIC when developed fully (global coverage), will be an indigenous navigation system like Beidou, Galileo and GLONASS.
 

Varoon2

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(Can go in India-Myanmar relations as well)

First international flight by Indigo Airlines( Cargo) from Kolkata to Yangon, Myanmar. Excellent. There should be more of these linkages. Myanmar is fairly rich in resources, it has cultural and historical ties to India, and possesses a geo-political importance to India. Let the European critics of India's ties with Myanmar, simply buzz off!

 

SKC

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Flights from Del to Pune were 5K last year if booked 1 month before.
Price was hovering over 20K this year o_O o_O

Again back to below 5K.
 

skunk works

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Spotlight on: Turkish penetration in Indian Civil aviation sector.

1. IndiGo airlines: Latest widebody additions to the fleet are 2 x Boeing 777s both wet leased from Turkish airlines. This means the aircraft is in Indigo livery but flown by Turkish crews and flies Mumbai to Istanbul.

2. Spicejet: many aircraft wet leased from Turkish carrier Corendon Airlines. They carry Maltese registration as they are owned by its European branch.
 

NutCracker

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Spotlight on: Turkish penetration in Indian Civil aviation sector.

1. IndiGo airlines: Latest widebody additions to the fleet are 2 x Boeing 777s both wet leased from Turkish airlines. This means the aircraft is in Indigo livery but flown by Turkish crews and flies Mumbai to Istanbul.

2. Spicejet: many aircraft wet leased from Turkish carrier Corendon Airlines. They carry Maltese registration as they are owned by its European branch.
Google says.

In April 2023, it became publicly known that Corendon Airlines is facing financial difficulties. Among other issues, the airline owes the German state approximately 6 million euros because it had not paid air traffic taxes for an extended period.
They probably owe money to a lot of other countries too, means these planes can't fly with Corendon paint. Hence leasing out for cheap .
 

Tshering22

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Air India finally challenging Emirates and other Gulf Carriers

View attachment 236691
Good start, but a long way to go. India's airport commercials are designed around the origin-destination (OD) format of passengers with complex transit rules beyond those from adjoining countries like Nepal, Bhutan and Sri Lanka.

Several things need to be considered before trying this stunt.

  1. MARKET STRUCTURE
    1. India is itself a massive source of passengers. Unlike the US, domestic transit flights are rare and expensive, meaning that the only options that airlines have are direct flights.
    2. Most of the inbound flights are of Indians with a smatter of foreign tourists which are a fraction of the net passenger flow between India and the world.
  2. COMMERCIALIZATION BOTTLENECKS
    1. We are a huge country with limited surveillance capabilities. Singapore, Netherlands, UAE, etc have small territories and stringent systems in place to monitor people's flows, thereby they have processes in place to ensure that those passengers stopping in their country are only for layover tourism. We cannot afford to do that.
    2. What incentive do we provide for passengers if they cannot have a 3/4-day stop-and-visit model?
  3. INFRASTRUCTURE - physical and fiscal
    1. Indian tax system does not help the cause of duty-free shopping unlike Dubai or Singapore or Hong Kong. Regulations will have to be tweaked to ensure that passengers in transit can buy absolutely duty-free products to their hearts' content - including fancy stuff like electronics, cellphones, etc. so that more airlines are motivated to encourage layover flights through India.
    2. The physical infrastructure has terminals designed to get passengers from check-in to the boarding gates with limited thoughts on what to do with transit passengers.
      1. I have transited via Delhi, Hyderabad and a few other airports while being on long tours overseas before and despite the architectural beauty there is nothing for a foreigner to do.
      2. To have a critical transit passenger base, we need a massive entertainment-f&b zone. That means someone having a 4-to-8-hour layover needs to have things to do. Lounges, movie halls, pubs, kids' entertainment facilities, and lots of shopping options. The top 6 airports in India are not designed for that kind of layover.
The closest airport to smart and efficient commercialization model is Kochi airport. It is small, efficient, and promotes local culture and products like no other Indian airport. But then again, this is only available at the departures since the airport's economics are deisgned for OD markets.

If our airports can combine the fiscal and physical transit architecture of Singapore Changi airport and bring the ingenous promotion strategy of Kochi airport across India, we will be an unstoppable force. If we start this today, it would start bearing results in another 5-8 years.

Hub-and-spoke model has limited business opportunities in India, since we are designed to be either a source market or a destination market.
 

Hindu Nationalist

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Good start, but a long way to go. India's airport commercials are designed around the origin-destination (OD) format of passengers with complex transit rules beyond those from adjoining countries like Nepal, Bhutan and Sri Lanka.

Several things need to be considered before trying this stunt.

  1. MARKET STRUCTURE
    1. India is itself a massive source of passengers. Unlike the US, domestic transit flights are rare and expensive, meaning that the only options that airlines have are direct flights.
    2. Most of the inbound flights are of Indians with a smatter of foreign tourists which are a fraction of the net passenger flow between India and the world.
  2. COMMERCIALIZATION BOTTLENECKS
    1. We are a huge country with limited surveillance capabilities. Singapore, Netherlands, UAE, etc have small territories and stringent systems in place to monitor people's flows, thereby they have processes in place to ensure that those passengers stopping in their country are only for layover tourism. We cannot afford to do that.
    2. What incentive do we provide for passengers if they cannot have a 3/4-day stop-and-visit model?
  3. INFRASTRUCTURE - physical and fiscal
    1. Indian tax system does not help the cause of duty-free shopping unlike Dubai or Singapore or Hong Kong. Regulations will have to be tweaked to ensure that passengers in transit can buy absolutely duty-free products to their hearts' content - including fancy stuff like electronics, cellphones, etc. so that more airlines are motivated to encourage layover flights through India.
    2. The physical infrastructure has terminals designed to get passengers from check-in to the boarding gates with limited thoughts on what to do with transit passengers.
      1. I have transited via Delhi, Hyderabad and a few other airports while being on long tours overseas before and despite the architectural beauty there is nothing for a foreigner to do.
      2. To have a critical transit passenger base, we need a massive entertainment-f&b zone. That means someone having a 4-to-8-hour layover needs to have things to do. Lounges, movie halls, pubs, kids' entertainment facilities, and lots of shopping options. The top 6 airports in India are not designed for that kind of layover.
The closest airport to smart and efficient commercialization model is Kochi airport. It is small, efficient, and promotes local culture and products like no other Indian airport. But then again, this is only available at the departures since the airport's economics are deisgned for OD markets.

If our airports can combine the fiscal and physical transit architecture of Singapore Changi airport and bring the ingenous promotion strategy of Kochi airport across India, we will be an unstoppable force. If we start this today, it would start bearing results in another 5-8 years.

Hub-and-spoke model has limited business opportunities in India, since we are designed to be either a source market or a destination market.
I think Jewar and Navi Mumbai will be ideal for this. They are being built from scratch to compliment DEL and BOM. Maybe they can focus on international and transit passengers
 

Tshering22

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I think Jewar and Navi Mumbai will be ideal for this. They are being built from scratch to complement DEL and BOM. Maybe they can focus on international and transit passengers
The plans below are a bit dated but they are on the airport's website. Jewar does not look like a big transit facility. Seems more like a supplement to the exiting Indira Gandhi International Airport.

1705464017276.png


1705464042864.png


Zurich AG is claiming to make it a transit hub for Asia Pacific but our location and our competition around us just makes it too difficult. There is a potential market from an economic point of view to China for smaller carriers, but politically it is impossible.

Hub-and-spoke is done for as new aircraft have longer range and operational capabilities. If A321XLRs can fly as far as 8,700 Km, the business model is already dead.

This is why you see now new aircraft are not as large compared to the 747 and 380 but are more about flying tightly-packed passengers directly to their desired destinations.

Imagine an A350-1000 aircraft taking Indian tourists directly to Fiji or for a FIFA World Cup directly to Brazil. The market for direct flight would trump the hub-and-spoke model any day as the new aircraft are more comfortable, have reduced fatigue factors such as lower noise, and vibration, and have more ambient lighting/ventilation options to make passengers feel at ease.

1705464250593.png
 

Hindu Nationalist

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The plans below are a bit dated but they are on the airport's website. Jewar does not look like a big transit facility. Seems more like a supplement to the exiting Indira Gandhi International Airport.

View attachment 236733

View attachment 236734

Zurich AG is claiming to make it a transit hub for Asia Pacific but our location and our competition around us just makes it too difficult. There is a potential market from an economic point of view to China for smaller carriers, but politically it is impossible.

Hub-and-spoke is done for as new aircraft have longer range and operational capabilities. If A321XLRs can fly as far as 8,700 Km, the business model is already dead.

This is why you see now new aircraft are not as large compared to the 747 and 380 but are more about flying tightly-packed passengers directly to their desired destinations.

Imagine an A350-1000 aircraft taking Indian tourists directly to Fiji or for a FIFA World Cup directly to Brazil. The market for direct flight would trump the hub-and-spoke model any day as the new aircraft are more comfortable, have reduced fatigue factors such as lower noise, and vibration, and have more ambient lighting/ventilation options to make passengers feel at ease.

View attachment 236735
Geographically DXB is in a perfect spot to act as a hub for flights between Asia and EU/US. Emirates has perfected the Hub and Spoke model like no other airlines.

Mumbai is just couple of hours away and can challenge it but CSIA is over capacity. Maybe Navi Mumbai can become a hub airport.

On the other hand we also have to consider that passengers would prefer a direct flight instead of hub hopping one.
 

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