Concept Note

CONCEPT NOTE ON FEASIBILITY OF SEA PLANES 1. THE OPPORTUNITY Administration of the Union Territory of Lakshadweep (UTL), Department of Tourism Development wants to conduct feasibility study on operation of Seaplanes in different Islands of Lakshadweep. This proposal is prepared in reference to this opportunity. The scope of work encompasses: 1. Analysis of Sea Planes and Helicopters with respect to Suitability, Safety, Operating Cost, Comfort, Operating conditions of Lakshadweep 2. Suitability of the Lagoons in the islands of Kavaratti, Kalpeni, Minicoy, Agatti, Kadmat, Amini, Chetlat, Kiltan, Bitra, Bangaram, Suheli Valiyakara, Suheli Cheriyakara, Cheriyam for Seaplanes operation with detailed charts of identified operating areas. 3. Suitability and availability of types of aircrafts for the purpose. 4. Infrastructure required on land and sea for operation of sea planes with estimated cost. 5. Mode of operations of sea planes 6. DGCA guidelines on operation of sea planes with special reference to permissibility. 7. MoEF, GoI guidelines with regard to operation of sea planes. 8. DoT, GoI guidelines with regard to operation of sea planes 9. EIA on operation of Seaplanes 10. Operating cost analysis including cost of procurement, cost of operations, rate of return on investment and cash flow.

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2. LAKSHADWEEP The Lakshadweep group of islands constitutes 10 inhabited and 26 uninhabited islands located far off from each other. The land area of each of these islands is extremely small and consequently bringing the density of population at a higher level. All landbased activities in the islands are restricted for want of adequate vacant land. Moreover, the real estate transactions are allowed only among the islanders and hence outsiders cannot own assets in the island. All developmental processes can take place only through contractual agreements of leasing for a period of years.

3. DEVELOPMENT OPPORTUNITIES The most outstanding strength of the islands is their immensely attractive seascape and the marine wealth. (The blue water lagoon, corals, coral reefs). The unspoilt virgin beaches are a piece of attraction to all connoisseurs, especially international tourists. These attractions and the possibilities of sea based aqua sports are not adequately publicized in the international markets. This limitation can be converted into an advantage to promote the unknown among those who seek new experiences at new destinations.

4. DEVELOPMENT CONSTRAINTS Transport bottlenecks between mainland and the island, difficulties encountered at embarkation and disembarkation points do not augur pleasant experiences to the tourists at all. Non availability of an international airport or even large airport cause considerable rethinking on the part of the international tourists in choice of destination, however attractive they may be. (Male Island in Maldives although the area is only 1.78 sq. kms. accommodates a large international airport where a large number of foreign flights are operated. This provided considerable headway in developing tourism resorts in uninhabited islands). Inadequacy of inter-island ferry service in a faster and convenient manner is yet another important constraint in transport infrastructure. Very low carrying capacity of the islands and fragile nature of the marine wealth restrict the extent of development in terms of creation of infrastructure facilities or

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gathering of more number of people in places of attractions / activity like beach. Very limited physical area of the land which is already crowded and dwindling due to sea erosion, cannot be overlooked since these are going to be on an increasing scale in the years to come. Need for strict enforcement of the environment protection measures would automatically restrict the tempo of development and the tourism potential. Institutional constraints are too many operating in the way of tourism growth. • The existing CRZ Act when strictly enforced does not provide adequate space for development in certain narrow strips of islands. • Restriction on entry of foreign visitors (International tourists are allowed only in selected islands) automatically brings down the number of high spending tourists. • Need for entry permit to all visitors and special permit for foreign tourists. • Enforcement of prohibition in all inhabited islands. • Lack of policy initiatives for private sector participation in critical sectors like transportation, accommodation, etc.

5. AIR COMMUNICATIONS Mainland Kochi is connected by air to Agatti airport at Lakshadweep. The airport is maintained by Airports Authority of India as a civil enclave with limited terminal facilities to operate civil flights during fair weather conditions. All the inhabited islands presently have helipads, which are largely used during monsoon conditions and in emergencies. Most of the islands are cut off by sea during June – September period. Future expansions of the airport would depend on the requirements of air space by the users. Continuous demand pull would definitely justify the introduction of larger capacity aircrafts to the extent possible with the available facilities. One of the serious limitations as per the air passengers is the high airfare charged between Kochi and Agatti (one way). On top of the above the helicopter charges to other islands charged for a tourist is exorbitantly high. This no doubt acts as a deterrent for expansion of the air passenger capacity. It is learnt that Seabird Charters & Holidays Pvt. Ltd, a Kochi registered aviation company is planning to introduce Kochi – Lakshadweep air taxi service. It proposes to operate a 10 seater Cessna 208 Caravan amphibian aircraft. The aircraft will be equipped with floatation gear designed to take off and land from and on water surface.

6. TYPES OF AIRCRAFTS SUITABLE & AVAILABLE FOR THE PURPOSE There are two main types of seaplane: flying boats (often called hull seaplanes) and floatplanes. The bottom of a flying boat’s fuselage is its main landing gear. This is usually supplemented with smaller floats near the wingtips, called wing or tip floats. Some flying boats have sponsons, which are short, winglike projections from the sides of the hull near the waterline. Their purpose is

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to stabilize the hull from rolling motion when the flying boat is on the water, and they may also provide some aerodynamic lift in flight. Tip floats are sometimes known as sponsons. The hull of a flying boat holds the crew, passengers, and cargo; it has many features in common with the hull of a ship or boat. On the other hand, floatplanes typically are conventional landplanes that have been fitted with separate floats (sometimes called pontoons) in place of their wheels. The fuselage of a floatplane is supported well above the water’s surface. Some flying boats and floatplanes are equipped with retractable wheels for landing on dry land. These aircraft are called amphibians. On amphibious flying boats, the main wheels generally retract into the sides of the hull above the waterline. The main wheels for amphibious floats retract upward into the floats themselves, just behind the step. Additional training is suggested for anyone transitioning from straight floats to amphibious aircraft. There are considerable differences between handling a floatplane and a flying boat on the water, but similar principles govern the procedures and techniques for both.

7. SEAPLANE OPERATIONS The operation of an airplane on water is somewhat different than operating one on land. Therefore the pilot acquires the essential knowledge and skill in the techniques involved. This is particularly important because of the widely varying and constantly changing conditions of the water surface. WATER CHARACTERISTICS The competent seaplane pilot must be knowledgeable in the characteristics of water to understand its effects on the seaplane. CHARACTERISTICS OF SEAPLANES A seaplane is defined as "an airplane designed to take off from and land on water." Seaplanes can be generally classified as either flying boats or floatplanes. Those that can be operated on both land and water are called amphibians. PREFLIGHT INSPECTION Generally, with a few exceptions, the preflight inspection of a seaplane is similar to that of a landplane. The major difference is the checking of floats or hull. The manufacturer's manual or handbook should be used in conducting the inspection. TAXIING One of the major differences between the operation of a seaplane and that of a landplane is the method of maneuvering the aircraft on the surface. The landplane will usually remain motionless with the engine idling, particularly with the brakes applied, but a seaplane, since it is freefloating, will invariably move in some direction, depending upon the forces exerted by wind, water currents, propeller thrust, and inertia. Because a seaplane has no brakes, it is important that the pilot be familiar

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with the existing wind and water conditions, effectively plan the course of action, and mentally stay "ahead" of the aircraft. TURNS If water rudders have the proper amount of movement, a seaplane can be turned within a radius less than the span of the wing during calm conditions or a light breeze. SAILING Occasions often arise when it is advisable to move the seaplane backward or to one side because wind or water conditions or limited space make it impractical to attempt a turn. PORPOISING Porpoising in a seaplane is much like the antics of a dolphin - a rhythmic pitching and heaving while in the water. Porpoising is a dynamic instability of the seaplane and may occur when the seaplane is moving across the water while on the step during takeoff or landing. It occurs when the angle between the float or hull, and the water surface exceeds the upper or lower limit of the seaplane's pitch angle. TAKEOFFS Unlike landplane operations at airports, seaplane operations are often conducted on water areas at which other activities are permitted. Therefore, the seaplane pilot is constantly confronted with floating objects, some of which are almost submerged and difficult to see - swimmers, skiers, and a variety of watercraft. Before beginning the takeoff, it is advisable to taxi along the intended takeoff path to check for the presence of any hazardous objects or obstructions. Thorough scrutiny should be given to the area to assure not only that it is clear, but that it will remain clear throughout the takeoff. Operators of motorboats and sailboats often do not realize the hazard resulting from moving their vessels into the takeoff path of a seaplane. LANDINGS In comparison, the land surfaces of all airports are of firm, static matter, whereas the surface of water is changing continually as a fluid. Floating obstacles and various activities frequently present on the water surface may present serious hazards during seaplane landings, especially to the careless pilot. For these reasons, it is advisable to circle the area of intended landing and examine it thoroughly for obstructions such as buoys or floating debris, and to note the direction of movement of any boats which may be operating at the intended landing site. CROSSWIND TECHNIQUES Because of restricted or limited areas of operation, it is not always possible to take off or land the seaplane directly into the wind. Such restricted areas may be canals or narrow rivers. Therefore, skill must be acquired in crosswind techniques to enhance the safety of seaplane operation. ANCHORING, MOORING, DOCKING AND BEACHING Anchoring the seaplane is the easiest method of securing it on the water surface after a flight. The areas selected should be out of the way of moving vessels, and in water deep enough to ensure that the seaplane will not be left high and dry during low tide. Mooring a seaplane eliminates the problem of anchor dragging. A permanent mooring installation consists of a firmly implanted anchor or heavy weight connected by a wire or chain to a floating buoy. The procedure for docking is essentially the same as that used for mooring. Properly planning the approach to the dock under existing conditions, and skill in handling the seaplane in congested areas are essential to successful docking. Bear in mind that a

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seaplane is fragile and striking an obstruction could result in extensive damage to the airplane. Beaching the seaplane is easy. Success in beaching depends primarily upon the type and firmness of the shoreline. There is a comprehensive list of Sea Plane Operation techniques and procedures which needs to be evaluated. It encompasses: Rules, Regulations, and Aids for Navigation Privileges and Limitations Seaplane Regulations Right of Way Rules: Water Operations Rules of the Sea Inland and International Waters Aids for Marine Navigation Seaplane Landing Areas Buoys and Daybeacons Nighttime Buoy Identification Seaplane Operations –Preflight and Takeoffs Preflight Inspection Starting the Engine Taxiing and Sailing Idling Position Plowing Position Planing or Step Position Turns Sailing Porpoising Skipping Takeoffs Normal Takeoffs Crosswind Takeoffs Controlled Weathervaning Using Water Rudders Downwind Arc Downwind Takeoffs Glassy Water Takeoffs Rough Water Takeoffs Confined Area Takeoffs Emergency Open Sea Operations Operations in Open Seas Definitions Sea State Evaluation Swell System Evaluation High Reconnaissance Low Reconnaissance Select Landing Heading Select Touchdown Area Landing Parallel to the Swell Landing Perpendicular to the Swell Landing with More Than One Swell System

Water Characteristics and Seaplane Base Operations Characteristics of Water Determining Sea Conditions Water Effects on Operations Seaplane Base Operations Seaplane Operations – Landings Landing Area Reconnaissance and Planning Performance Performance Considerations for Takeoff, Climb, Cruise, and Landing Flight Characteristics of Seaplanes with High Thrust Lines Multiengine Seaplanes Landing Normal Landing Crosswind Landing Downwind Landing Glassy Water Landing Rough Water Landing Confined Area Landing Go-Around Emergency Landing Postflight Procedures Anchoring, Mooring, Docking, Beaching Ramping Salt Water Skiplane Operations Skiplane Operations Construction and Maintenance Plain Ski Types Combination Ski Types Operational Considerations Surface Environments Preflight Starting Taxiing Takeoffs Off-Airport Landing Sites Lighting Landings Parking/Postflight Emergency Operations

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Effect of Chop Night Operations Sea Evaluation at Night Night Emergency Landing Landing by Parachute Flare Landing by Markers Emergency Landing Under Instrument Conditions Escaping a Submerged Seaplane Orientation Water Pressure Flotation Equipment Normal and Unusual Exits

Ski Malfunction Night Emergency Landing

8. INFRASTRUCTURE REQUIRED ON LAND & SEA FOR OPERATION OF SEA PLANES Aviation plays a significant role in the nation's economy and in its transportation network. Every community, whether large or small, needs access to the airways. Those who engage in seaplane flying and related activities use a seaplane base as a center of business and pleasure. It provides an opportunity for charter and concession operators, the tourist industry, and other enterprises, as well as employment opportunities for commercial pilots, flight instructors, aircraft mechanics, and flight activity support staffs. a. Service. The seaplane provides a service that is impossible with any other kind of craft. Where water landing areas are available, seaplanes combine the speed of the airplane with the accessibility of boats. It provides a service which has earned an undisputed place in air transportation. b. Waterways. Many lakes, rivers, and harbors offer natural aircraft landing and takeoff areas. Seaplane bases can replace the need for airports or can supplement major airports by relieving the heavy traffic congestion experienced at some airports. Also, a seaplane base normally has less adverse impact on the environmental than constructing a land runway in areas of recreational and scenic interest. Close-in or downtown seaplane bases can provide seaplane passenger service where transportation by land is tedious or time-consuming. c. Docking Facilities. Seaplane docking facilities vary in development from a sandy beach, wooden ramp, slip, mooring buoy, pier, or dock, to a more highly developed base that supports a fleet of aircraft with shoreline docks, ramps, and buildings for offices, hangars, repair shops, and recreation. Following sub points provides guidance to assist operators in planning, designing, and constructing seaplane base facilities. SITE SELECTION DEMAND AND USE FACTORS FORECAST WATER OPERATING AREA APPROACH AND DEPARTURE PATHS WATER AREAS WATER SURFACE CONDITIONS SHELTERED ANCHORAGE AREA

LANDSIDE FACILITIES APRON HANGARS HOISTING EQUIPMENT ADMINISTRATION BUILDING and COMMON USE AREA ACCESS PARKING AREAS

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SEA LANE ALIGNMENT BOTTOM CONDITIONS BIRD HAZARDS ENVIRONMENTAL FACTORS WATER OPERATING AREA WATER OPERATING AREA DIMENSIONS TAXI CHANNEL DIMENSIONS TURNING BASINS ANCHORAGE AREAS SHORELINE FACILITIES SLIPWAYS RAMPS FIXED DOCKS FLOATING DOCKS GANGWAYS BARGES PIERS

STAGE DEVELOPMENT ORGANIZATION OF A PLAN BASIC REQUIREMENTS RAMP AND SERVICE AREAS SERVICE HANGAR REVENUE PRODUCING FACILITIES CONSTRUCTION CONSIDERATIONS PRESERVATION MOORING, LIGHTING, MARKING, and FUELING ANCHORS ANCHOR LINES MOORING BUOYS LIGHTING SEAPLANE BASE MARKING AVIATION FUEL

9. DGCA GUIDELINES ON OPERATION OF SEA PLANES WITH SPECIAL REFERENCE TO PERMISSIBILITY The Directorate General of Civil Aviation is the regulatory body in the field of Civil Aviation primarily responsible for regulation of air transport services within India and for enforcement of civil air regulations, air safety and airworthiness standards. With respect to operation of sea planes focus is on: • • • •

Airworthiness Requirements Pilot Qualification & Experience Requirements Operational Requirements Seaplane rating-for pilots

As per the civil aviation requirements (CAR), an operator would need to obtain a permit for non-scheduled (passenger) services or for charter operations. Each seaplane, either manufactured in India or imported, would need an ‘airworthiness’ certificate from DGCA and will need to comply with strict safety parameters since water operations carry an element of risk and have never been tested in the country before. For starters, pilots would need to conduct a detailed check of the aircraft before takeoff. Since passenger survival in seaplane incidents is critical in the event of a deep impact with water, a detailed pre-takeoff and pre-landing briefing would be mandatory. "Since seaplanes tend to come to rest inverted in water accidents or incidents but can remain afloat for long periods if the floats are not breached, enough stress on the importance of a thorough preflight passenger briefing is required to be given," the DGCA notification states. Night operations of seaplanes would not be permitted. Since no seaplane services exist in the country at present, the CAR prescribes that pilots with a general flying experience of over 250 hours, first receive special training to fly seaplanes. The training necessary would be a minimum of 10 hours which would include a certain minimum runs of taxiing, sailing and docking.

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10. EIA ON OPERATION OF SEAPLANES Seaplanes excel at providing fast, safe, low-impact transportation to remote and sensitive areas. IMPACT STUDIES will encompass 1. Air Quality 2. Water Quality 3. Soil Quality 4. Wildlife 5. Fisheries 6. Hydrology 7. Noise RELATIVE IMPACT Seaplanes compare favorably to other forms of mechanized transportation, including boats and automobiles. Seaplanes have a number of environmental advantages over motorized boats. Seaplanes do not store or discharge oily bilge water or sewage, and are not treated with toxic anti-fouling paints. Unlike many boats, exhaust from seaplane engines is discharged into the air, well above the water’s surface, where it can dissipate without significantly impacting water quality. Aviation fuel does not contain MTBE, a toxic additive found in automotive and marine fuels. Furthermore, aviation fuel is not mixed with oil, and thus contains a fraction of the oil and oil residue found in two-stroke marine exhaust. A seaplane’s propellers are entirely above the water, and thus do not disturb sediments or marine life. Most seaplanes generate a wake of only two to three inches in amplitude. And although seaplanes generate noise levels comparable to large motorboats, that noise lasts only the 20 to 60 seconds that a seaplane requires to take off and depart the area. Seaplanes and cars are comparable in direct environmental impact, but seaplanes are distinctly better for the environment when indirect impacts are considered. Whereas seaplanes require only a body of water and suitable beach, dock, or ramp, automobiles require an extensive network of roadways that are expensive to build and maintain, occupy valuable land, and adversely affect water quality, soil quality, and wildlife. The EIA process will comprise of the following phases: • • • • • • • • •

Screening Scoping and consideration of alternatives Baseline data collection Impact prediction Assessment of alternatives, delineation environmental impact statement Public hearing Environment Management Plan Decision making Monitoring the clearance conditions

of

mitigation

measures

and

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11. DOT, GOI GUIDELINES WITH REGARD TO OPERATION OF SEA PLANES In order to develop tourism in India in a systematic manner, position it as a major engine of economic growth and to harness its direct and multiplier effects for employment and poverty eradication in an environmentally sustainable manner, the National Tourism Policy was formulated in the year2002.Broadly, the “Policy” attempts to:•

Position tourism as a major engine of economic growth;

•

Harness the direct and multiplier effects of tourism for employment generation, economic development and providing impetus to rural tourism;

•

Focus on domestic tourism as a major driver of tourism growth.

•

Position India as a global brand to take advantage of the burgeoning global travel trade and the vast untapped potential of India as a destination;

•

Acknowledges the critical role of private sector with government working as a pro-active facilitator and catalyst;

•

Create and develop integrated tourism circuits based on India’s unique civilization, heritage, and culture in partnership with States, private sector and other agencies; and

•

Ensure that the tourist to India gets physically invigorated, mentally rejuvenated, culturally enriched, spiritually elevated and “feel India from within”.

Keeping is view the basic principles and guidelines of the Tourism Policy, the Ministry of Tourism has been broadly implementing the following schemes/programmes during the 10th Five Year Plan: •

Scheme for Product/ Infrastructure Development and Destination & Circuits

•

Scheme for Integrated Development of Tourist Circuit

•

Scheme of Assistance for Large Revenue Generating (LRG) Projects

•

Scheme for support to Public Private Partnership in Infrastructure Development (Viability Gap Funding)

TOURISM POLICY OF UTL ADMINISTRATION Recognising the significance of eco tourism and the need for preserving the coral islands in their pristine beauty for future years, the Lakshadweep Administration has been following a policy of tourism promotion alongwith environmental protection and conservation. The focused objective should be “protection of the corals and coral reefs from further degradation and promotion of their sustainable use by creating awareness among the present and potential users”.

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12. FUTURE PASSENGER TRAFFIC The passenger traffic from mainland to the island and vice versa in the past had shown a growth rate of 4.0 percent per annum.

Year 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 2017-18 2018-19 2019-20 2020-21

Population 62414 63344 64288 65246 66218 67205 68206 69222 70248 71231 72229 73240 74265 75305 76360 77428 78512 79611 80733

Passenger Traffic 103865 107837 111868 115959 120110 124325 128600 132939 137321 141519 145781 150099 154476 158917 163423 167984 172613 177307 182098

Air Traffic 5193 5392 5593 5798 6006 6216 6430 6647 6866 7076 7289 7505 7724 7946 8171 8399 8631 8865 9105

13. FINANCIAL PARAMETERS A small “on the back of envelope” calculations is done for very preliminary feasibility. Alone the so called Seaplane operations will not be able to make the project viable. Non core operations should also be supplemented. Most pessimistic approach is used will making projections. Projections are based on projected number of tourist arrival in Lakshadweep based on Tata Ecomonic Consultancy Study. All Figures in INR Crores Revenue SeaPlane Operations Related Non SeaPlane Related Total

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

3.86 3.22 7.07

3.99 3.32 7.31

4.12 3.43 7.55

4.25 3.54 7.78

4.37 3.64 8.02

4.50 3.75 8.26

4.63 3.86 8.50

4.77 3.97 8.74

4.90 4.09 8.99

5.04 4.20 9.24

5.18 4.32 9.49

Capital Expenditure Total Capex

0.50 7.00

Operational Expenditure SeaPlane Operations Related Non SeaPlane Related Total

2.70 0.96 3.67

2.79 1.00 3.79

2.88 1.03 3.91

2.97 1.06 4.03

3.06 1.09 4.15

3.15 1.13 4.28

3.24 1.16 4.40

3.34 1.19 4.53

3.43 1.23 4.66

3.53 1.26 4.79

3.62 1.29 4.92

Operating Profit Break Even

3.41 4

3.52 Years

3.64

3.75

3.86

3.98

4.09

4.21

4.33

4.45

4.57

Per Base

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