The ratio of findings per inspection in Air India’s planes reached 1.96 in January following which the Cologne-based agency flagged the concern with India’s Directorate General of Civil Aviation (DGCA), which subsequently intensified scrutiny of the Tata Group-owned carrier.
If the ratio exceeds 2, it can impact Air India’s operations in one of its key international markets, as its planes will face enhanced scrutiny by inspectors and in extreme cases, countries may impose a ban.
“DGCA immediately stepped in imposing corrective measures on Air India to avoid potential consequences affecting its operations in European countries,” said a senior official at the civil aviation regulator.
Following the heightened inspections, the fault count declined, and as of last week, the ratio was at 1.76, the official said. Airlines possessing a high safety performance record consistently have a ratio of less than 1.
Under the Safety Assessment of Foreign Aircraft (SAFA) programme, EASA inspectors conduct surprise inspections when a plane from any non-EU airline lands at a European airport.
Inspectors check around 54 parameters to ensure safety equipment such as emergency exits and life jackets are in place, documentation like manuals are in order, and that the crew is licensed and fit to operate the aircraft.
The findings are divided into 3 categories where Category 1 is minor and while Category 3 findings require immediate rectification. The ratio is a weighted average of the number of findings per inspection. Category 3 findings carry highest weightage while Category 1 has the lowest.
Air India didn’t respond to queries. A senior official blamed the carrier’s ageing aircraft fleet for the high number of faults.
Since its takeover by the Tatas, Air India started a $400 million venture to refurbish its older planes, but this has been delayed significantly as global vendors have been unable to meet deadlines due to supply chain constraints.
“European standards are very high,” said the Air India official cited above. “A broken seat or a worn-out emergency marking are also recorded by EASA inspectors as a violation and that’s a problem for us there are defects on the cabin side as many of our planes are older.”
Besides its regular flights to 10 European cities, since June, Air India planes flying to North America have been increasingly stopping in Vienna for fuel stops as the routes have become longer as it has to avoid Pakistani airspace increasing the scope for such inspections.
“The airline has carried out more than 100 checks while DGCA is also conducting inspections of Air India’s aircraft scheduled for international operations,” the DGCA official said. “Only after rectification and satisfactory compliance are the aircraft being allowed for further operations.”
Air India’s fleet reliability and engineering woes underscore struggles of conglomerate Tata Sons to turnaround the airline even after four years of ownership.
DGCA has repeatedly flagged the carrier’s engineering and maintenance processes.
Air India’s top engineering officials have been suspended, and CEO Campbell Wilson has been issued a show cause notice for multiple incidents of lapses including one recently where the airline operated eight scheduled flights using an Airbus aircraft without having the mandatory airworthiness permit.
Air India is now relying on expertise from Singapore Airlines, which holds a 25.1% stake in the carrier. Earlier this month, Jeremy Yew, an official of Singapore Airlines Engineering Company (SIAEC), was appointed as head of engineering.
