Unless a foolproof system to provide immunity to the captain is evolved, the DGCA directives with regard to safety of VIP aircraft may prove to be only cosmetic

The Directorate General of Civil Aviation (DGCA) has in the recent past redefined safety norms for operation of civil aircraft carrying VIPs. Issue of the set of fresh directives on the subject by the DGCA comes after the tragic accident nearly a year ago of a helicopter belonging to the Government of Andhra Pradesh. The ill-fated aircraft was carrying Andhra Pradesh Chief Minister Y.S.R. Reddy and party who perished in the crash. It is a practice to review and modify if necessary the existing rules and regulations pertaining to civil aviation after every major accident especially if it involves a VIP. As such, this step by the DGCA, though somewhat belated, should not come as a surprise.

However, despite the fact that VIP flights have always been under reasonably stringent regulatory control, accidents resulting in fatality to VIPs in such flights whether on fixed wing aircraft or on helicopters, have been occurring with disconcerting regularity. If accidents have occurred frequently in the past with VIPs on board, it is highly unlikely that these would have taken place on account of any deficiency in regulatory control.

Once again in this instance, as a sequel to a report containing a slew of recommendations by the Tyagi Committee investigating the accident, the DGCA has reiterated the provisions that have more or less existed in one form or another to govern the conduct of flights by a civilian aircraft carrying VIPs. The directives stipulate minimum experience level of the pilot-in-command (PIC) as holding either a valid commercial pilot licence (CPL) or an airline transport pilot licence (ATPL) with at least 3,000 hours of flying experience, of which 2,000 hours should be as a PIC on the type of aircraft to be flown and a minimum of 50 hours of night flying experience. For helicopter pilots, the PIC should possess similar licence with 2,000 hours of flying experience including 500 hours as PIC on the same type of aircraft and at least 10 hours of night flying experience. PIC for both fixed and rotary wing must also hold valid instrument rating.

Apart from the focus on the qualifications and experience levels of the PIC, the new directives include rules for recruitment and training of pilots, crew and engineers. Rules and regulations governing maintenance of aircraft, repairs, mandatory on board equipment for instrument flying and criteria for airworthiness certification have also been enunciated. Further, the regulator has placed restrictions on VIP flights when “weather conditions are not conducive to safe operations” and has also stipulated that every VIP flight would be operated with “a multiple crew composition”.

While the DGCA has attempted to cover a wide range of areas to enhance air safety, one critical issue, that of the role of the VIP or his cohorts on board which could seriously impinge on air safety, has not been addressed at all. Loosely described as VIP passenger syndrome, many a flight has ended in a tragedy as a result of unwarranted pressure on the Captain of the aircraft by the VIP on board either directly or indirectly, that steered the hapless soul into an erroneous decision culminating into a disaster. There have been a number of such cases within and outside the country both in civil and military flying regimes. In a rather disgraceful incident in India, a helicopter pilot of the Indian Air Force was ordered to be arrested by the VIP on board when he refused to carry an additional passenger that would have resulted in the aircraft exceeding the maximum all-upweight limit for takeoff. Blatant violation of rules and regulations under pressure from VIP passengers and especially those without even rudimentary knowledge or understanding of the nuances of air safety is a frequent occurrence and has acquired proportions of a menace that now appears somewhat difficult to eliminate or even regulate.