India builds airports that look world-class but work substandard. Gleaming terminals in Guwahati, Ranchi, and Patna mask a dangerous truth: outdated runway infrastructure, missing approach aids, and overworked controllers make every landing a gamble.
Every ribbon-cutting at a new airport hides a quiet omission; the absence of safety systems. While ministers celebrate glass palaces, pilots still rely on decades-old runway lighting and markings, crowded radio frequencies, and approach aids unfit for modern aviation.
While earlier post exposed how airports exploit passengers financially, the deeper crisis lies in safety and operational efficacy. India’s new airport terminal buildings may look “world-class,” but they operate with outdated systems, inadequate manpower, and poor redundancy.
Outdated Runways and Lighting
- Many airports still operate with ancient lighting systems; only metros have modern CAT II/III lighting.
- Faded surface markings compromise safety during poor visibility and night operations.
- DGCA audits often point out deficiencies, but corrective action is delayed or cosmetic.
Approach Aids
The Instrument Landing System (ILS) remains the gold standard for precision approaches, capable of guiding aircraft safely even in near-zero visibility. Yet, many Tier II and Tier III airports in India either lack ILS altogether or operate with long-defunct systems that remain unrepaired for months. Even during peak monsoon or adverse weather periods, little effort is made to restore these critical aids. A simple cost-benefit analysis would show that the cumulative expense of flight diversions, fuel burn during holdings, and passenger disruption far exceeds the cost of installing or maintaining ILS equipment. More importantly, the value of a safe flying environment; and of passenger lives, cannot be reduced to mere accounting.
Globally, RNAV and RNP approaches have become standard at secondary airports, offering flexibility and precision where ILS may not be feasible. According to ICAO data (2023):
- United States: Nearly 100% of public-use airports are equipped with RNAV/RNP procedures.
- Europe: Over 80% of airports have RNAV as a baseline, with RNP increasingly mandated for regional and secondary hubs.
- India: Fewer than 30% of Category B/C airports offer RNAV or RNP procedures, and even then, most carry higher Operating Minima; OCAs, DA/MDAs, or MAPs, that reduce their practical utility.
The net result is predictable: flights to Guwahati, Patna, or Ranchi are frequently forced to divert in bad weather, leaving hundreds of passengers stranded, airlines burdened with additional costs, and safety margins unnecessarily eroded.
Fact Box: The Cost of Diversions vs. Installing ILS
| Factor | Estimated Cost (per flight diversion) | Notes |
| Fuel Burn (Holding/Diverting) | ₹2–3 lakh | 20–30 minutes of holding, or diversion to alternate ~200–300 km away |
| Crew Duty Extension | ₹50,000–₹1 lakh | Overtime costs, potential FDTL exceedance requiring replacement crew |
| Passenger Handling | ₹1–2 lakh | Meals, rebooking, hotel stays for stranded passengers |
| Airline Reputation/Brand Impact | Intangible, but high | Repeated diversions erode passenger trust and loyalty |
Total Cost per Diversion. ~₹40–60 lakh (minimum)
Cost of Installing ILS (per airport). ~₹8–10 crore with 10–15 years lifespan.
Perspective: Just 15–20 diversions avoided would recover the full cost of installing or maintaining ILS at a regional airport. Beyond the economics, the value of passenger safety and predictability is incalculable.
The above analysis/ comparison drives home the point that diversions are not just an inconvenience; they are financially more wasteful than investing in proper approach aids.
Lightning: A Neglected Threat
India records between 2,500 and 3,000 lightning-related deaths every year, the highest in the world. Yet, despite this well-documented vulnerability, most Indian airports continue to operate without dedicated lightning detection and warning systems. The absence of such infrastructure places ground staff, passengers on open tarmacs, and even aircraft at unnecessary risk.
Globally, this hazard is managed far more proactively.
- United States: The FAA mandates lightning detection and storm-warning protocols at major airports. Real-time alert networks automatically suspend refuelling, ramp activity, and baggage handling when strikes are detected within a defined radius, resuming only when the all-clear is issued.
- Europe: Airports such as Frankfurt and Heathrow use integrated lightning alert systems connected to national meteorological services, ensuring ramp workers and passengers are never exposed without warning.
- India: Despite its far higher fatality rate, most airports lack even the basic warning systems, leaving exposure to a known and preventable hazard as a daily operational reality.
The contrast is stark; where advanced aviation systems treat lightning as a critical safety parameter, India continues to treat it as an unavoidable act of nature, exposing its airports to risks that the world has already learned to prevent.
Runway Surface Condition
The presence of water on runway significantly affects runway friction and hence aircraft safety on ground. ICAO has developed Global Reporting Format (GRF) to globally harmonise methodology for assessing and reporting runway surface conditions. This helps in mitigating the risk of runway excursion. GRF is applicable globally since 04 Nov 2021. Pilots are informed of runway surface characteristics, water depth and extent of surface water in percentages as it affects takeoff and landing performance. However, in India the water depth on runway despite ICAO regulations is reported as NR or in other words Not Reported. This leads hazardous situations specially at airports like Mumbai, Cochin, Mangalore, Kolkata, Guwahati etc. The pilots are not able to estimate the friction and are taken by surprise once they land.
Changing Weather Condition at Aerodromes
Many a time, I have observed physical rain over the airfield but METAR/ATIS which was prepared 30 min or 60 min back has not been amended. Many a time a pilot can observe rain and are able to take appropriate actions for safe landing but due to clouds it may not be the case always. Despite changing condition ATC does not report latest met conditions. Accuracy and real time information plays a very vital and significant role in safety of flights. All this despite a CAR on the subject.
Ref: https://www.dgca.gov.in/digigov-portal/?baseLocale=en_US?dynamicPage=dynamicPdf/CIX1dVEvAMC%2F6RlTZppOIA%3D%3D&maincircularsRulesAirSafety/7/3322/viewDynamicRuleContLvl2
ATC Congestion: Too Few Controllers
- 3,500 ATCOs manage all Indian air traffic; shortfall of at least 1,000.
- U.S.: ~14,000 ATCOs; China: ~8,000.
- Choked frequencies, reliance on procedural separation at smaller airports, and fatigue among controllers heighten risk.
Case Studies: Unsafe Airports
- Guwahati. Despite a gleaming terminal, unpredictable weather, minimal ILS coverage, and outdated obstacle data cripple operations. Monsoon diversions are routine, stranding hundreds.
- Patna. A short, hazardous runway hemmed in by dense urban obstacles. Expansion plans remain stuck in political wrangling, leaving the airport one of the most constrained in the country.
- Ranchi & Silchar. Frequent disruptions due to inadequate maintenance facilities and limited infrastructure. Reliability suffers, even as passenger numbers rise steadily.
- Imphal. Surrounded by difficult terrain and prone to rapidly changing weather, the airport lacks robust navigation aids, forcing pilots to operate under higher safety margins.
- Bagdogra. Heavy fog in winter and a single operational runway make diversions common. Despite its strategic importance, the airport still relies on outdated aids and minimal redundancy.
- Shillong. A short runway and difficult approaches through hilly terrain limit operational flexibility. Absence of modern RNP procedures makes it vulnerable during poor weather.
- Jorhat & Dibrugarh. Key airports in Assam where frequent rain and low visibility expose the inadequacy of lighting and approach systems, resulting in recurring cancellations and diversions.
These airports have terminals with glossy retail zones but lack basic operational aids; an inversion of priorities.
Case Studies: Unsafe Airports: Deficiencies & Passenger Impact
| Airport | Key Deficiency | Operational Impact | Passenger Impact |
| Guwahati | Minimal ILS coverage, outdated obstacle data | Frequent monsoon diversions, poor reliability | Hundreds stranded; cascading delays |
| Patna | Short runway, dense urban obstacles | Limited expansion, high-risk operations | Chronic congestion, frequent delays |
| Ranchi | Inadequate maintenance facilities | Aircraft groundings, operational disruptions | Flight cancellations, stranded passengers |
| Silchar | Limited backup infrastructure | Reliability issues, weather-related shutdowns | Loss of connectivity for NE India |
| Imphal | Terrain + poor nav aids facility | Higher minima, frequent weather-related disruptions | Loss of predictability for travellers |
| Bagdogra | Winter fog, single runway, Nav aids | Diversions during fog season | Missed connections, long delays |
| Shillong | Short runway, no RNP procedures | Difficult approaches, frequent closures | Safety concerns + unreliable schedules |
| Jorhat & Dibrugarh | Heavy rain, poor lighting/approach aids | Recurrent cancellations/diversions | Community isolation, high travel cost |
Abu Dhabi’s Example: “Follow the Greens”
At Abu Dhabi (OMAA), taxiways use green lighting systems to guide pilots, reducing reliance on verbal instructions. Benefits:
- Cuts R/T congestion.
- Prevents runway incursions.
- Provides in-built safety and efficiency.
India, still reliant on radio chatter and manual guidance, lags far behind.
Safety and Operational Gaps
| Metric | India | Global Benchmark |
| Runway Excursions/Incursions (2020–24) | >90 incidents | U.S. <40, China <50 annually |
| Lightning Warning Systems | Absent at most airports | Standard in U.S/EU |
| ATCOs | ~3,500 (shortfall ~1,000) | U.S. ~14,000 |
| Approach Procedures | Mostly ILS | RNAV/RNP widespread globally |
Note: The figures show that India’s airports are not merely inconvenient; they are unsafe. The absence of modern aids and manpower gaps directly endanger passengers and airlines.
Why Safety Gets Ignored
- Non-Aviator Decision Makers. Architects, consultants, and bureaucrats dictate terminal designs without operational expertise.
- Commercial First, Safety Later. Revenue from retail concessions outweighs investment in approach aids or ATC tech.
- Reactive Oversight. DGCA focuses on post-incident audits rather than proactive prevention.
- Political Grandstanding. Ministers celebrate shiny terminals, ignoring invisible investments like radar coverage or RNAV upgrades.
The Way Forward
- Mandate RNAV/RNP Approaches at all Category B/C airports within 3 years.
- Compulsory Lightning Systems for all operational airports.
- Expand ATCO Training. Double manpower in five years via a National ATC Academy.
- Independent Safety Oversight Board. Separate from DGCA/AAI to ensure accountability.
- Reintroduce Secondary Airports. Old hubs (HAL, Begumpet) must reopen as backups to improve redundancy.
Recommendations
- Mandate RNAV/RNP Approaches at all Category B/C airports within 3 years.
Fewer than 30% of India’s non-metro airports have RNAV/RNP, compared with nearly 100% in the U.S. and 80%+ in Europe. These procedures are cost-effective and cut weather-related diversions at places like Guwahati, Patna, and Ranchi; saving airlines crores and giving passengers reliable schedules.
- Compulsory Lightning Detection Systems at every operational airport. India records 2,500-3,000 lightning deaths annually, the highest worldwide, yet most airports lack detection systems that cost only ₹1-2 crore. FAA and Eurocontrol mandate automated ramp shutdowns; India’s inaction leaves staff and passengers exposed to a preventable hazard.
- Expand ATCO Training Capacity. Double manpower in 5 years. India has ~3,500 controllers, with a shortfall of at least 1,000, versus ~14,000 in the U.S. for similar traffic. A National ATC Academy with global collaboration is vital to double manpower, decongest frequencies, and reduce fatigue-related safety risks.
- Upgrade Runway Lighting & Markings with quarterly audits. Faded markings and outdated lighting remain chronic at Tier II and III airports, despite ICAO standards. Enforcing quarterly audits with penalties would ensure compliance. Maintenance costs are minimal compared to the risk and expense of a single runway excursion.
- Reintroduce Secondary Airports for redundancy. Global hubs like London, New York, and Tokyo rely on multiple airports for resilience. India mothballed HAL (Bengaluru) and Begumpet (Hyderabad), eliminating backups. Restoring such secondary airports would improve safety during diversions and foster competition for passengers.
These five reforms are neither radical nor costly; they are the minimum needed to align India’s aviation safety with global standards. Without them, the country’s dream of being a world-class aviation hub will remain a façade: glass palaces masking unsafe skies.
Be Safe. Fly Safe.
