IndiGo Versus Air Safety Norms

AALOK SRIVASTAV

Without norms governing safety, nothing can function smoothly — whether in factories or in surface, rail, water or air transport.

Air transport in India has not only gathered momentum over the last four decades, it has also given stiff competition to the Railways in terms of comfort and long-distance travel. It has enabled significant time savings vis-à-vis money spent and has bolstered tourism, education and travel sectors overall.

As of today, India is the third-largest domestic aviation market after the USA and China. Rapid urbanisation, tourism growth, the urge to access better education and employment opportunities, and rising consumer purchasing power are key drivers of this expansion.

However, today’s Gen Z passenger seeks safe travel in addition to value for hard-earned money. He or she expects a hassle-free journey.

To keep air carriers on track, rules and procedures are framed by national and international authorities such as the International Civil Aviation Organisation (ICAO) and the Directorate General of Civil Aviation (DGCA) of India. These rules cover aircraft maintenance, operations, airworthiness, pre-flight checks, pilot and crew training, passenger protection, safe take-offs and landings, and timely accident reporting.

While global and national organisations set safety standards, airlines must not only comply with them but also establish robust internal audit and monitoring mechanisms.

With the sharp rise in air traffic, adequate daily and weekly rest for pilots is essential. Extra precautions are required during night operations and adverse weather conditions. Learning from pilot errors and aircraft accidents is equally critical.

Indian Civil Aviation Scenario

Tata Airlines laid the foundation of Indian aviation, later becoming Air India. Air India focused on international routes, while Indian Airlines handled domestic operations.

When the skies were opened, several private players — Jet Airways, Kingfisher Airlines, Damania and Modiluft — entered the sector. Except for Jet Airways, most could not sustain operations due to high capital requirements and eventually exited. Budget carriers such as Air Deccan and AirAsia also failed to survive long. Jet Airways shut down a few years ago as well.

Advent of IndiGo

IndiGo commenced operations on August 4, 2006, emerging as a competitor to Jet Airways, Air India and Indian Airlines. Simultaneously, airlines such as SpiceJet and GoAir served certain uncovered sectors.

Currently, IndiGo operates around 400 aircraft, mostly Airbus A320s, and about 2,300 flights daily, including 950–1,000 international services. Initially, it maintained punctuality of nearly 90 per cent, high aircraft utilisation and cost efficiency. However, by November 2025, punctuality fell to 67.7 per cent from 84.1 per cent in October. It declined further to 49.5 per cent on December 1, 35 per cent on December 2 and reached a low of 19.7 per cent on December 3.

Absence of a National Carrier

Two years ago, the Government of India sold Air India and Indian Airlines to the Tata Group, drawing criticism over debt write-offs and the long-term leasing of major airports to private players.

At present, India has no national carrier. IndiGo controls 60–64 per cent of the market across 138 destinations, Air India handles around 30 per cent, and the remainder is shared by Akasa Air and SpiceJet.

IndiGo’s recent conflict with the DGCA over the new Flight Duty Time Limitations (FDTL) norms has brought safety concerns into focus.

Flight Duty Time Limitations (FDTL)

Notified by the DGCA, these rules prescribe maximum duty hours, flight times, night operations and minimum rest periods for pilots and cabin crew to prevent fatigue and enhance safety. They mandate rest periods between duties, 48-hour weekly breaks (earlier 36 hours), restrict night landings to two instead of six, limit consecutive night duties to two, and require quarterly fatigue reporting.

Rules Notified with Adequate Notice

These rules were communicated to airlines in January 2024 but deferred in March due to industry resistance. They were finally scheduled for phased implementation from July 1 and November 1, 2025, providing ample preparation time.

The DGCA aimed to align Indian norms with ICAO, EASA and FAA standards. While the US mandates 100 hours of rest over 28 days, airlines such as Emirates and Qatar manage FDTL through larger pilot pools.

November–December 2025: IndiGo’s Crisis

IndiGo reportedly took the FDTL norms lightly and initiated implementation only by late November. Other airlines reported cancellation rates of barely 5 per cent. Akasa added 200 pilots recently, while Air India has been recruiting steadily.

In contrast, IndiGo expanded flight operations in 2025 without increasing crew strength proportionately. When partial FDTL implementation began, pilot shortages and technology issues led to widespread cancellations. In November alone, 1,232 flights were cancelled, 755 due to FDTL implementation.

Peak Disruption

Cancellation rates hit 8.5 per cent on December 3 and 19.7 per cent on December 4. Delhi departures were delayed by an average of 50 minutes. On December 4, over 250 flights were cancelled nationwide. IndiGo sought exemptions from certain night-operation rules until February 10, which the DGCA declined, instead demanding a mitigation plan and quarterly reports.

Crew Shortfall

Under new norms, IndiGo requires 2,422 captains and 2,153 first officers but currently has 2,357 captains and 2,194 first officers. Air India, by contrast, managed operations smoothly.

The Civil Aviation Minister expressed displeasure and directed airlines to ensure no fare hikes.

Fare Surge and Regulatory Action

As disruptions continued, airfares surged sharply. On December 6, the government imposed fare caps to prevent passenger exploitation. The DGCA subsequently issued show-cause notices to IndiGo’s CEO and COO for operational failures and non-compliance.

Summing Up

Despite marginal improvement by December 7, with 1,650 flights operated and 650 cancellations, the crisis cannot be overlooked. Passengers suffered severe distress, financial losses and inconvenience. The ministry-ordered probe and the directive to cut IndiGo’s operations by 10 per cent may only be the beginning.

In sum and substance: management of pilot fatigue — a key aviation safety risk — must never be compromised.