Kerala Sea Plane Project - Detailed Project Report (DPR)

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a Sea Plane Project - Detailed Project Report (DPR) http://www.trkl.in/FDR

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Acknowledgement

We wish to express our sincere gratitude to all those involved in making the first ever Detailed Project Report for Sea Plane

Operations in mainland India a reality. At the outset, we would like to thankShOommenChandy, Honble Chief Minister of Kerala for

the enabling vision adequately supported by Sh. A.P. Anil Kumar, Honble Minister for Tourism, Govt. of Kerala. We would also like

to express our gratitude to Sh. SumanBilla, Secretary, Dept. of Tourism, Govt. of Kerala for his sustained support. The immense

technical and operational support provided by the technical team of Kerala Tourism Infrastructure Ltd led by its Managing Director,

Sh.Anil Kumar has been extremely helpful in the making of this Project Report. We trust that the Kerala Sea Plane Project

becomes a reality as per timelines drawn and that it would be extremely helpful in further boosting the tourism potential of Gods

Own Country.

The Pawan Hans Team

INDEX

Sr. No. Particulars Page No.

1. CHAPTER 1 : Introduction

1.1 Preamble 5

1.2 Project Background 5

1.3 Kerala 6

1.4 Scope of Work 10

2 CHAPTER 2 : Worldwide Scenario

2.1 Size of Aircrafts in operations 11

2.2 Locations of Seaplanes 11

2.3 Average Flying Time of Seaplanes 11

2.4 Worldwide Scenario of flying time of Seaplanes 12

2.5 Worldwide Schedule Structure of Seaplanes 12

2.6 Advantages of Seaplanes 12

2.7 Seaports Overview of worldwide Scenario 13

3 CHAPTER 3 : Target Market

3.1 Commuter Market Segment 17

3.2 Market Strengths 18

3.3 Market Weakness 18

3.4 Foreign Tourist Arrivals in Kerala since 1999 19

3.5 Dist. wise foreign tourist arrivals 19


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3.6 Domestic tourist visits in Kerala since 1999 20

3.7 Dost. wise domestic tourist arrivals in Kerala (2011) 20

4 CHAPTER 4 : Regulatory Requirements

4.1 DGCA Requirements 21

4.2 Other Authorities 22

5 CHAPTER 5 : Aircraft Type

5.1 Aircraft Type 23

5.2 Aircraft Strengths 24

5.3 Aircraft Weakness 24

5.4 Specifications of type of Seaplanes 25

6 CHAPTER 6 : Requirements for Commencing Operations

6.1 General Requirements 26

6.2 Airworthiness Requirements 26

6.3 Pilots Qualifications & Experience Requirements 27

6.4 Operational Requirements 28

6.5 Other Operational Considerations 31

7 CHAPTER 7 : Infrastructure Requirements

7.1 Aircraft 32

7.2 Site Selection 33

7.3 Infrastructure at Terminal Station 34

7.4 Houseboat for Terminal Station 36

7.5 General Requirements for Floating Platform/ Jetty 37

7.6 Size of Water Runway 38

7.7 Approach & Departure Path Requirements 38

7.8 Transfer of Passengers 38

7.9 Visual Aids 39


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7.10 Fire Fighting 39

7.11 Response time in emergency 39

7.12 Manning Level 40

7.13 Training 40

7.14 First Aid Requirements 40

7.15 Minimum Safety Requirements 40

7.16 Standard Specifications for Suitable Sites for Seaplane 41

7.17 Communication Equipments 42

8 CHAPTER 8 : Site Assessment/ Observations

8.1 Priority Circuit 43

8.2 Sites Identified for Immediate Operations after Priority Circuit 44

8.3 Detailed Sites Assessment / Observations 44

8.4 Kollam Asthamudi Lake 44

8.5 Allapuzha Punnamada Lake 47

8.6 Kumarakom Vembannad Lake 52

8.7 Mattypetty Dam - Munnar 57

8.8 Bolgatty / Cochin Backwaters 60

8.9 Thalangara Kasaragod 64

8.10 Kottapuram Bekal 66

8.11 Ayitty Kasaragod 69

References

CHAPTER 1 INTRODUCTION

1.1 PREAMBLE

The tourism industry in Kerala has evolved, over the years, in to a significant one, thanks to the varied natural attractions and the

effort made by the State and the private sector in marketing these attractions and providing the necessary infrastructure required

by the sector. Innovative and novel measures are being taken even now by the industry in promoting tourism. Such measures add

great value to Kerala tourism.

It is imperative that in order to add impetus to the growth of tourism industry in Kerala, there must be effective and efficient feeder

airlines to link the airports of Kerala with its far-flung tourist destinations like Kumarakom, Thekkady, Munnar, etc. The generally

accepted norm is that tourist resorts should be no more than one hour from the nearest airports. Thedestinations of Kerala are

several hours away from the nearest airports and the roads are not in the best of conditions most of the time. Air link will be of use


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to the tourists as well as the travellers to these places.

Beaches and backwaters are two of the major tourist attractions of the State. Seaplanes can help in harnessing these resources by

adding greater value to these resources. Maldives has proved it. Seaplanes based in Kerala can also be used in future to connect

water bodies in the neighbouring States and Lakshadweep islands.

Seaplanes can help in linking the tourist destinations without expensive runways. As several of the tourist destinations are located

close to water bodies, these can be used as the landing ground for seaplanes. Seaplane operations can also be turned in to a tourist

attraction by offering an opportunity to take an aerial view of the magnificent panoramic view of Gods Own Country.

1.2 PROJECT BACKGROUND

The State of Kerala Gods own Country, famous for its backwaters and beaches is amongst the highest visiting state among the

tourists. In view to provide better connectivity to domestic and International tourist visiting Kerala and taking a new initiative, Govt.

of Kerala with an object of boosting tourism, has decided to introduce Seaplane services in the state of Kerala.

To take this project forward, Govt. of Kerala has appointed Pawan Hans Helicopters Ltd. a Govt. of India Enterprise, their

consultant to conduct the feasibility Study to introduce Seaplane services. Introducing Seaplane services in the state shall not only

increase the tourism activities in Kerala, but it shall place Kerala as the first state giving an opportunity to enjoy seaplane rides in

the Mainland India.

1.3 KERALA

The state has an area of 38,863 (15,005 sq mi) and a population of 3.33 crore (33.3 million). It is bordered by Karnataka to the

north and north-east, Tamil Nadu to the east and south, and the Arabian Sea to the west. Trivandrum is the state capital; other

major cities are Kochi (Cochin) and Kozhikode(Calicut). Kerala is socially a very progressive society. It has the highest Human

Development Index (HDI) among all Indian states: at 0.790 it is comparable to countries classified as having Very High HumanDevelopmentaccording to the United Nations Development Programme Human Development Report 2011. It has the highest literacy

rate (93.91%), highest life expectancy(74 years) and lowest sex ratio(the ratio of the number of men to the number of women: 923

men per 1000 women) among Indian states.

1.3.1 IMPORTANCE

Kerala is an important international and in ternal tourist destination. In Kerala its backwaters, beaches, Ayurvedic tourism and

tropical greenery are among its major attractions. National Geographic's Traveller magazine named Kerala as one of the "ten

paradises of the world" and "50 must-see destinations of a lifetime" Travel + Leisure listed it as "one of the 100 great trips for the

21st century".

1.3.2 GEOGRAPHY

Kerala is wedged between the Lakshadweep Sea and the Western Ghats. Lying between north latitudes 818' and 1248' and east

longitudes 7452' and 7722' Kerala experiences the humid equatorial tropic climate. The state has a coast of length 590 km (370

mi) and the width of the state varies between 11 and 121 km (2275 miles). Geographically, Kerala can be divided into three

climatically distinct regions: the eastern highlands (rugged and cool mountainous terrain), the central midlands (rolling hills), and

the western lowlands (coastal plains).

1.3.3 CLIMATE

With around 120140 rainy days per year, Kerala has a wet and maritime tropical climate influenced by the seasonal heavy rains of

the southwest summer monsoon and northeast winter monsoon. About 65 percent of the rainfall occurs during the first season (June

to August), corresponding to the southwest monsoon, and the rest during the second season (September to December),

corresponding to northeast monsoon. The mean daily temperatures range from 19.8 C to 36.7 C. Mean annual temperatures

range from 25.027.5 C in the coastal lowlands to 20.022.5 C in the eastern highlands

1.3.4 DEMOGRAPHICS

Kerala is home to 3.44% of India's population; at 819 persons per km2, its land is nearly three times as densely settled as the rest

of India, which is at a population density of 325 persons per km2. Kerala's rate of population growth is India's lowest, and Kerala'sdecadal growth (9.42% in 2001) is less than half the all-India average of 21.34%. Whereas Kerala's population more than doubled

between 1951 and 1991 by adding 15.6 million people to reach 29.1 million residents in 1991, the population stood at less than

32 million by 2001. Kerala's coastal regions are the most densely settled, leaving the eastern hills and mountains comparatively

sparsely populated.

1.3.4 TOURISM IN KERALA

Kerala is one of the popular tourist destinations in India. Its culture and traditions, coupled with its varied demographics, have made

Kerala one of the most popular tourist destinations in the world. National Geographic's Travelers magazine names Kerala as one of

the "ten paradises of the world" and "50 must see destinations of a lifetime". Travel and Leisure names Kerala as "One of the 100

great trips for the 21st century". Kerala's beaches, backwaters, mountain ranges and wildlife sanctuaries are the major attractions

for both domestic and international tourists. The city of Kochi ranks first in the total number of international and domestic tourists in

Kerala.


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Until the early 1980s, Kerala was a relatively unknown destination, but in 1986 the government of Kerala declared tourism as an

industry and it was the first state in India to do so. Aggressive marketing campaigns launched by the Kerala Tourism Development

Corporation, the government agency that oversees tourism prospects of the state, laid the foundation for the growth of the tourism

industry.In the decades that followed, Kerala's tourism industry was able to transform the state into one of the niche holiday

destinations in India. Many innovative marketing strategies were used and the advertisements branded Kerala with a catchy tagline

Kerala, God's Own Country.Today, Kerala Tour ism is a global brand and regarded as one of the destinations with highest recall.

Kerala has pioneered in health and medical tourism in India and has attained international attention in this segment. Kerala is

known for its ecotourism initiatives and in this segment it promotes mountaineering, trekking and bird-watching programmes in the

Western Ghats as the major products.

The state's tourism industry is a major contributor to the state's economy, which is currently growing at a rate of 13.31%. The

tourism industry provides employment opportunity to 1.2 million people.

The most popular tourist attractions in the state are beaches, backwaters and hill stations.Major beaches are at Kovalam, Varkala,

Kappad, Muzhappilangad and Bekal. Popular hill stations are at Munnar , Wayanad, Wagamon, Peermade, Nelliamoathi and Ponmudi.

Kerala's ecotourism destinations include 12 wildlife sanctuaries and two national parks: Periyar Tiger Reserve, Neyyar Wildlife

Sanctuary, Chinnar WildlifeSanctuary, Thattekad Bird Sanctuary, Wayanad Wildlife Sanctuary, Muthanga Wildlife Sanctuary and

Eravikulam National Park are the most popular among them. The "backwaters" are an extensive network of interlocking rivers (41

west-flowing rivers), lakes, and canals that center around Alleppey, Kumarakom, Kollam and Punnamada (where the annual Nehru

Trophy Boat Race is held in August). Cities such as Thiruvananthapuram, Kochi and Kozhikode are popular centres for their shopping

and traditional theatrical performances.

Kerala is also a center of heritage and religious tourism sites. Padmanabhapuram Palace and the Mattancherry Palace are two

notable heritage sites. The state is also famous for the large number of festivals (about 10,000 per year) it celebrates; of these,

Onam and Thrissur Pooram attract a large inflow of foreign tourists. The main pilgrim tourist spots of Kerala are Sabarimala Temple,

Aranmula Temple, Padmanabhaswamy Temple, Guruvayoor Temple, Chettikulangara Temple, Vadakumnathan Temple, Sarkara Devi

Temple, Padanilam Parabrahma Temple, Beemapally mosque, Saint Thomas Syro-Malabar Catholic Church, Malayattoor, Parumala

Church (Pathanamthitta) and St. Francis Church, Kochi.

1.3.5 KERALA TOURIST STATISTICS (2011)

The total Foreign tourist arrival in Kerala during year 2011 was 7,32,985, which shows a increase of 11.18 over the previous

years figure 6,59,265. This figure was much better than UNWTOs projected growth rate of 4% - 5% for the world during the

same period and 7% to 9% for the Asia and the Pacific.

The Domestic Tourist arrival in Kerala during the year 2011 was 93,81,455 with an increase of 9.15% over previous years

figure 85,95,075.

In India, the total Foreign Tourist Arr ival during year 2011 was 6.29 million with a growth rate of 8.9%.

The Foreign exchange earnings for the year 2011 wasRs. 4221.99 crores, which shows an increase of 11.18% over previous

year.

Total Revenue (direct & indirect) from Tourism Industry during year 2011 was Rs.19037 crores, showing an increase of 9.74%

over last year.

The month wise Foreign & Domestic Tourist arrivals during the year 2011 is as below :

Month Foreign Tourists Domestic Tourists

January 94966 777064

February 94185 676327

March 66854 686745

April 57215 722497

May 28938 824988

June 26738 653916


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July 40931 643806

August 56230 719963

September 44673 747312

October 59414 953630

November 73843 913542

December 88998 1061665

Total 7,32,985 93,81,455

1.3.6 EARNINGS FROM TOURISM IN LAST 5 YEARS (2007-11) in Crs. of Rs.

Year

Foreign Exchange

Earnings

(Rs. in Cr.)

Percentage of

Increase

Total Revenue

generated from

Tourism(Direct & Indirect)

Percentage

of Increase

2007 2640.94 32.82 11433.00 25.28

2008 3066.52 16.11 13130.00 14.84

2009 2853.16 -6.96 13231.00 0.77

2010 3797.37 33.09 17348.00 31.12

2011 4221.99 11.18 19037.00 9.74

1.4 SCOPE OF WORK

The Project envisages study on the various aspects which are pertinent to the feasibility of Sea Plane operations including the

type of aircrafts recommended, the site specific precautions to be taken, dimensions of waterdrome, suggestion of how

facilitations could be established including its access, the various equipments required etc.

The mandatory permissions to be obtained, along with site specific additional permissions if any.

General scope including assessment of target customers, rough estimates about possible market volumes, cost estimates,

revenue projections and other aspects concerning the technical and financial feasibility of the project may be indicated in the

study.

Rough estimation of overhead and operational expenses like O&M expenses, administrative expenses, levies and duties etc. to

be paid by the infrastructure facilitator shall also be given.

The feasibility of establishing an integrated inland Marina, for enhancing the viability and attractiveness of the destination

incorporating activities like speed boat operations, hover crafts, yachting etc by the side of the sea plane waterdrome without

operational interferences.

The project provides the prioritized list of the most feasible destinations including formulation of feasible circuits.

CHAPTER 2 WORLDWIDE SCENARIO

2.1 SIZE OF AIRCRAFTS IN OPERATIONS


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2.2 LOCATION OF SEAPLANE OPERATORS

2.3 AVERAGE FLYING TIME OF SEAPLANES

2.4 WORLDWIDE SCENARIO OF TIME OF SEAPLANE OPERATIONS

2.5 WORLDWIDE SCHEDULE STRUCTURE OF SEAPLANES


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2.6 ADVANTAGES OF SEAPLANE

Seaplanes can cater to a variety of air transportation requirements. The use of seaplanes in tourist destinations that are close to

large water bodies like sea, lake, etc. is an obvious application. Maldives, for example, has a fairly large seaplane operation catering

to the tourism industry there. Seaplanes can also be used to access remote areas that may not have runways for normal planes to

land but may have sui table water bodies on which seaplanes can land.

In fact, the greatest advantage of seaplanes is that the large investments required to build airports and runways are not required for

their use. The West Coast of the USA and Canada (places like Seattle, Vancouver, Alaska, etc.) has a large number of seaplanes

operating in calm stretches of seas and lagoons. There are seaplanes operating in the F lorida area also.

There are seaplanes that operate from a water body to another or from a regular airstrip to a water body or vice versa. The latter

type is versatile and will be of greater use in conditions in Kerala. For seaplanes that operate only on water, floats can be used as

the landing gear where as for the other type both floats and normal landing wheels will be required. There are planes with both

floats and wheels fixed and there are others where the floats are to be removed and wheels fixed. There is a third type that does not

require floats, with bottoms designed for smooth landing on water with retractable landing gear for landing on normal runways.

Such seaplanes are called flying boats.

2.7 SEAPORTS OVERVIEW OF THE WORLD SCENARIO

There are a variety of different seaplane operations offering scheduled flights with high frequency to seaports up to flights on

demand to landing places without or with limited infrastructure. Most of the operators use simple foot bridges sometimes in double

use with boat bridges. The lower picture on the r ight shows the operating bridge from Loch Lemond on the Clyde River in front of the

science centre in Glasgow.

Although the infrastructure on a final destination need not to be high sophisticated in case that the home destination is not far away

and all service and maintenance activities may happen there. The larger operators as Harbour Air Vancouver, Maldivian Air Taxi and

Kenmore operate from seaplane terminals fulfilling the IATA request for safe check-in with separate check-in areas and scanners

and the same may be followed in this case as possible/feasible. (As per Fuesetra Report on Future seaplane traff ic, version 1.0,

available on Public domain on Internet)

While the Vancouver seaport has management and check-in buildings partly built by flexible materials (like tents); Maldivian has

wooden buildings. The passengers embark and disembark by pontoon bridges which are also the mooring devices for the planes. On

these seaports about 400.000 passengers take a flight to their destination each year.

These seaports are also equipped with fuel stations and small repair shops or in case of Kenmore with dock lift devices for bringing

seaplanes into maintenance and overhaul hangars.

Other operators like Harbour Malta hired an existing harbour building as office and check-in building and built its own pontoon

bridge equipped with fuel station and necessary safety devices as fire fighting equipment etc.


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The largest seaport in the world is the company owned seadrome of Beriev. This port was built for testing the Beriev seaplanes in

direct connection to the production facilities. It is the only certified hydroport in Russia for the time being. The complex includes

certification of

Hydro Port (airport) facilities

air traffic control

passengers transportation inside the hydroport

air, water and ground security

search and rescue means

Medical station, etc.

The Hydro Port is included in the register of the airports and airfields of Russia.

Water area used by the Hydro Port is registered in the marine documentation and is secured by the maritime authorities on

notification.

Amphibians can taxi out of the water by a ramp. All necessary infrastructure as fuel stations, maintenance facilities, passenger

terminal and offices are in direct neighbourhood. Beriev takes this lay out with minor dimensions as a sample for getting permissions

for other locations. In total Beriev plans to open additional 22 seaports on lakes and rivers in Russia.

2.7.1 SEAPORT STRENGTHS

Smaller seaports can be realized on many water areas on shore, lakes or rivers without huge investments in concrete and buildings.

Larger seaports need intermodal access and terminals, but investment and cost are much less than for airports or airfields for

commercial land based operation.

2.7.2 SEAPORT WEAKNESSES

Feasibility of establishing water-dromes by small operators is a matter of concern. With relatively low traffic, stand alone profitable

model will happen only as the market matures contrary to established airports in the general aviation sector.

This process is also problematic because of missing standardized rules. Depending on special rules of a country or local

administration several certificates of independent expert groups have to be presented.

Besides missing rules for the construction and operation of seaports there are nearly noindustrial off-the shelf products as terminals,foot bridges, pontoons or fuel devicesavailable. Most of the operators build and manage their own seaport facilities withlowest

investments.

However, this hitch could be tide over with Governmental agencies taking up this burden by providing and maintaining waterdromes

for dedicated seaplane operations.

2.7.3 SEAPORT OPPORTUNITIES

New materials, new designs and production technologies allow layouts of modern and effective seaports. Modular designs enable a

stepwise enlargement equivalent to the business expansion.

These pictures show the possibility how to construct seaport terminals and pontoons by using modular elements. The terminal is

built on a pontoon platform and can also be transferred to other locations by a towboat. Fibre materials avoid corrosion which is


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especially aggressive in salt water.

Retail and event business can be added by a layout with space for shops and restaurants. Most of the land based airports has such

offers and make a remarkable profit.

Commercial seaplane operators have the responsibility for their seaport including passenger handling, docking (mooring), security,

fuel management, load control, emergency procedures, rescue & fire fighting services and possibly third parties operations. Some

services may be economically served by using tender boats which are equipped for refuelling, fire & rescue services and emergency

procedures. For security reason a modern tank tender boat should be equipped with twin boat hull and interchangeable tanks.

Regarding economic seaplane operation for future seaplane commuter traffic infrastructure and seaports have to be optimized. The

economic layout has a high priority. (Reference Fusetra Report on Seaplane traffic, version 1.0)

But as far as Kerala is concerned, we may introduce some out of the box alternatives making best alternate use of available waterbased tourism facilities of Gods Own Country.

CHAPTER 3 - TARGET MARKET

3.1 COMMUTER MARKET SEGMENT

Seaplanes have following market segments -

Leisure and Fun Market joy ridesa.

Semi Commercial Marketb.

Tourism & local Commuter Market Segmentc.

Special Marketsd.

Among the above four segments, Commuter Market Segment remain the key focus of this study:

This category can be taken to consider aircrafts having seating capacity from 5 to 19 passenger seats. The traditional commuter

traffic offers scheduled flights from smaller airports to Hubs or point to point connections between smaller airports. In the seaplanebusiness three alternative var iants of amphibian aircraft use in the local passenger transport are possible:

The flight from the nearest land airport to the seaport (or the return flight).a.

The flight between two water landing fields.b.

The flight from the land airport to the seaport located in a far distance (e.g. transportation between the selected large airports

and local tourist resorts).

c.

These kinds of scheduled flights are only served in USA, Canada, Maldives and Malta, for the time being.

Maldivian Air Taxi (MAT) and Trans Maldivian offer flights from Male International Airport to more than 40 resorts on small islands

without own airports. The flights are dependent on international flight arrival times and as such, scheduling can change frequently.

MAT operates up to 150 flights per day with their 24 Twin Otters. Trans Maldivian operates 25 Twin Otters. Beside the commuter

flights both companies serve sightseeing, excursions and special charter flights even in a VIP seating configuration.

In Vancouver Harbour Air Vancouver including West Coast Air (HAV) connects besides others Vancouver city with the city of Victoriaon Vancouver Island with scheduled flights. With flights each twenty minutes nearly all over the day these flights are used by

business and tourist people. Additionally HAV offers flights to other 8 destinations around Vancouver Bay with its fleet of Beaver,

single and twin Otters. HAV owns more than 50 seaplanes and operates during April to October only .

Kenmore Air is flying an eclectic mix of piston Beavers and turbine Otters and Caravans, landing passengers on glaciers, lakes and

harbors among the mist-shrouded fjords and islands of the U.S. and Canadian northwest. Beside some scheduled flights to Boeing

field and some islands Kenmore offers charter flights to more than 100 destinations and special excursions as whale watching flights

or flights to kayak tours also in cooperation with international hotel groups.

The majority of the offered flights to external destinations have a flight time between 15 and 45 minutes with a range of about 30 to

220 km.

Tourist companies see an additional need for longer ranges (with more comfortable planes) for bringing tourist from major populated


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areas directly to tourist destinations.

Harbour Air Malta was pushed by the local tourist offices to expand its routes to mainland Italy. Many Italian people have a

secondary residence at Malta. HAM just got the permission for expanding its business to mainland Italy and Sicily.

Successful companies offer a variety of services beside scheduled commuter flights. Companies operating in this market segments

mostly use the DeHavilland models Twin Otter (50 out of 350 A/C are equipped with floats), Single Otter and Beaver as well as the

Cessna Caravan (about 100 out of about 1200 are equipped with floats).

3.2 MARKET STRENGTHS

It is a niche market with local aspects and particularity. Therefore only a few operators are on the market with a low competition

worldwide but that too is not there at present in the case of India. The opportunities give Newcomers a good chance to start asuccessful operation and business, at least at the beginning.

3.3 MARKET WEAKNESS

The general acceptance of seaplane operation within the population is low. On the one side the kind of operation is not really well

known because of the few operators and on the other side the existing commuter propeller planes (most are unpressurized) have a

want of acceptability.

In case of starting new operations with point-to-point destinations over longer ranges (more than 300 miles) the competition with

low cost carrier will force low fare prices which will reduce the commercial success.

For medium ranges a competition with ferries and road transport may occur. While tourists flights are nearly without competition,

scheduled flights and off-shore regions are highly competitive with ferries and road transfers. Harbour Air Vancouver and Harbour

Air Malta operate in that competitive area. The success of these companies is achieved by a relative low ticket price and a high time

saving in comparison to boat transfers.

General weakness is the limited weather capability which is more sensible in comparison to land based flights.

3.4 FOREIGN TOURIST ARRIVALS IN KERALA SINCE 1999

3.5 DISTRICT WISE FOREIGN TOURIST ARRIVALS IN KERALA (2011)


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operators permit to undertake charter operations.

CAR Section 3 Air Transport Series C Part IX for operational and airworthiness requirements for seaplane operation. This

CAR deals with airworthiness requirements of aircraft, pilot qualification & experience requirements, operational requirements

including preflight, passenger briefings, use of seatbelts and shoulder harnesses, safety requirements for take-off and landing

areas, requirements for floating platforms, site selection, size of water runway, approach and departure paths requirements,

transfer of passengers, other aids, right-of-way rules, permit for seaplane operations, etc.

ii.

CAR Section 2 Series O Part II on Operation Of Commercial Air Transport Aero planes lays down the additional equipment

required to be f itted on seaplanes in addition to preflight inspection of seaplanes, oral briefings for seaplane passengers, use of

safety belts and shoulder harnesses in seaplanes, escape/egress in water after capsizing, water survival, and flotation gear

required for seaplane occupants.

iii.

CAR Section 7 Flight Crew Standards Training and Licensing Series B Part XVI regarding seaplane rating for pilotsiv.

Detailed CAR enclosed in Annexure 1

4.2 OTHER AUTHORITIES

Following mandatory clearances are required to be obtained from the following authorities before introducing Seaplane services :

Ministry of Defence1.

Ministry of Environment and State Department of Environment as applicable.2.

Local Body (under whom the Site/ area belongs)3.

Department of Forest if waterdromes are located in forest areas.4.

Beside the above clearances, an agency is also required to liaise and obtain no objection certificate to import and operate Seaplane

in specified location(s).Inspection of all locations is mandatory by DGCA and BCAS officials as required will also be applicable.

CHAPTER 5 - AIRCRAFT TYPE

5.1 AIRCRAFT TYPE

As per prevailing situation globally, mainly Cessna and DeHavilland Canada aircraft are used for commercial seaplane operation.

Almost all aircrafts are land based aircrafts converted to seaplanes by adding floats. The smaller operators use Cessna Series 180

and 210 or some derivates (205, 206, 207, etc.). All these aircrafts were designed about 40 to 50 years ago. Some are still in

production and some were upgraded with modern avionics or engines. The basic airframe structures of these seaplanes are built out

of aluminium with bolts, hinges and bearings made out of steel to withstand the heavy loads. These dissimilar metals generate an

electrochemical process where the aluminium becomes the reactive anode and the steel becomes the cathode, and it is all conducted

by the electrolyte water. The more salt in the water the better the conductive properties fuelling corrosion. The larger planes (as

Cessna Caravan, Twin + Single Otter ) have the same design principles and the same problem. The corrosion causes financial impacts

for the operator because of short inspection periods and low life time of some parts.

Corrosion may be avoided by using fibre material for the basic structure. Viking bought the designs and design rights for the Otter

and Beaver aircraft family from Canadair/de Havilland. Viking brings a new generation of Twin Otter aircraft to the market but

despite of some major changes using fibre materials the basic design principles are unchanged.

Beside the aircraft aluminium floats have the same disadvantage. For the larger planes Wipaire is the only company producing

floats for the Twin Otter and the new Kodiac plane. These floats are metal floats, as well. For smaller aircraft like the Cessna planes

the company Aerocet has successfully developed fiber floats and increases the market share permanently. This company intends to

widen their products to larger planes as well.

The flight performance of float based seaplanes is limited because of the additional weight and drag generated by the float system.

Limitations in payload and/or range are significant.

The main disadvantages of the old designs are that they are partly out of production with higher spare parts and maintenance cost

in comparison to modern aircrafts. For instance, the largest manufacturer of aircraft floats require 25 and 50 hourly checks on their

floats, very simple checks that involve inspection and lubrication. All other checks on the floats are 100 hourly. The operator had to

return the aircraft to its maintenance base every 25 hours; sometimes twice a week in peak season, to have these checks

performed.

Recently new flying boats, the Beriev 103 and the Dornier Seastar, were developed with basic structure from fibre material. But

both planes do not have a market share in the commercial business, so far.

5.2 AIRCRAFT STRENGTHS

The only strength of the existing seaplanes is the product price for most of the commercially used aircraft as Cessna and Otter

Series because of the huge number of produced aircraft and a strong second hand market based on lot of emerging markets. These

markets are basically evolved out of tourism needs or local transport needs and non availability of sufficient land for Greenfield

airstrips.

5.3 AIRCRAFT WEAKNESSES

The existing float planes are not competitive comparing to state-of-the-art aircraft designs - neither in its performance nor in its cost

effectiveness. The seat layout and the available space for luggage is not really passenger friendly. The maintenance cost is high and


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spare parts have sometimes long lead-times.

The operation with float planes is generally limited in rough waters. They can operate to a sea state 2. This includes strong

restrictions in off-shore regions and operation in strong wind conditions.

5.4 SPECIFICATIONS OF TYPE OF SEAPLANES

Cessna TU

206G

Cessna Caravan

208A

Twin Otter

(DHC-6 Series

100)

Twin Otter

(DHC-6 Series

400)

Seating Capacity

(Incl. Pilots)Upto 6 pax Upto 10 pax Upto 19 pax Upto 20 pax

Aircraft Length 32 feet38.9 Feet / 11.9

Mtr

51.9 Feet/ 15.77

Mtr

51.9 Feet/ 15.77

Mtr

A ircraft Height 13.5 feet 18.2 Feet / 5.5 Mtr 19.4 Feet/ 5.9 Mtr19.4 Feet/ 5.9

Mtr

Wing span 39 feet 52.1 ft/ 15.9 mtr 65 ft/ 19.8 mtr 65 ft/ 19.8 mtr

MaximumTake-off Weight

(MTOW)

3792 LB 8000 LB/ 3629 kg10500 LB/ 4763

kg

10500 LB/ 4763

kg

Maximum Landing

Weight3792 LB 7800 LB/ 2220 kg

10500 LB/ 4763

kg

10500 LB/ 4763

kg

Maximum Speed 150 knots160 knots/297

km/hr

170knots/ 314

km/ hr

Cruise Speed 125 knots163 knts/ 302

km/hr

150 knots/278

km/ hr

150 knots/278

km/ hr

Range 450 nmi 855 nmi/ 1583 km 771 nmi/ 1427 km799 nmi/ 1480

km

Maximum Fuel

Capacity335.6 gal

382 US gal/ 1447

Ltr

378 US gal/ 1466

Ltr

Rate of Climb 950 ft/ min 823ft / min1600 ft/ min/ 8.1

m/s

1600 ft/min / 8.1

m/s

Service Cei ling 17,000 feet 20,000 ft/ 6096 Mtr25,000 ft/ 7620

Mtr

26,700 ft/ 8138

Mtr

CHAPTER 6 - REQUIREMENTS FOR COMMENCING SEAPLANE OPERATIONS REQUIREMENTS

6.1 GENERAL REQUIREMENTS

The prospective seaplane operator shall comply with the requirements of CAR Section 3 Series C Part III or Part V for

obtaining Non-Scheduled Operators Permit (Passenger) or non-scheduled operators permit to undertake charter operations.

a.

The operator shall lay down their own requirements, which shall not be lower than the requirements contained in this CAR,

keeping in view the nature and area of their operations. The company requirements for such operations shall be specified in

the company Operations Manual.

b.

6.2 AIRWORTHINESS REQUIREMENTS

Accepted Airworthiness Standards: Each seaplane, imported into India for which a Certificate of Airworthiness is to be

issued or validated, shall conform to the design standards and be in a condition for safe operation. To be eligible for issuance

a.


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of Certificate of Airworthiness, an aircraft must be type certificated by DGCA in accordance with Rule 49 or 49A. The design

standards specified in CS/ JAR 23 and CS /JAR 25 of Europe and FAR 23 and FAR 25 of Federal Aviation Administration (FAA)

of USA for seaplane operations are generally acceptable for light and transport category aircraft.

The aircraft shall be certified for seaplane operations and equipped with equipment required for over water operations in

accordance with relevant CAR Section 2 Series O Part II.

b.

Maintenance of seaplanes and the engine shall be carried out by DGCA approved organisation (s).c.

The maintenance programme shall be strictly in accordance with that given by the manufacturer and approved by the DGCA.

The approved organisation carrying out the maintenance of the aeroplane shall reflect the maintenance program in the Quality

manual.

d.

Special attention shall be given to the maintenance of floats/ hulls, emergency equipment and the Personal Flotation Devices

(PFD) used for the safety of passengers.

e.

For completer detail on Airworthiness requirements for Sea plane operations, DGCA CAR, Section -3, series C, part ix may be

referred

6.3 PILOTS QUALIFICATIONS & EXPERIENCE REQUIREMENTS

The pilot shall have valid endorsement/ rating on his/her licence of the type of seaplane to be flown in accordance with CAR Section

7 Series B Part XVI on seaplane rating for pilots.

6.3.1 PILOTS SHALL HAVE MINIMUM OF

a. Total flying experience 250 hrs

b. Total PIC flying experience 125 hrs

c. Total flying experience on type 50 hrs

d. Total PIC flying experience on type

(under supervision)

25 hrs

e. PIC flying experience in last 6-months on

type

10 hrs/ 20 hrs(under

Supervision)

6.3.2 INITIAL & RECURRENT PILOT TRAINING

Details of checks and training requirements for such operations about pilotcompetency, specifically in respect of, "engine inoperative

or malfunctioning" during take-off, climb, cruise, descent, approach, landing and significant malfunctioning of other system, shall be

specified in the company Operations Manual. An appropriate entry in the pilot logbook shall be made to confirm the compliance of

this requirement.

For completer detail on Pilots Qualifications and Flight Crew Standards, DGCA CAR, Section -3, series C, part ix and Section 7, Series

B part xvi may be referred.

6.4 OPERATIONAL REQUIREMENTS

6.4.1.1 PILOTS

6.4.1 REGULATORY REQUIREMENTS

Well qualified and experienced pilots as per existing fixed wing norms are required initially until seaplane related changes can be

factored in by the regulating author ities which is expected to take much time.

6.4.1.2 SEAPORTS AND TAKEOFF/ LANDING ASPECTS

Operations to licensed aerodromes fall under normal legislation provided they are within the operating area stated in the Operations

Manual and Air Operator Certificate (AOC) whereas the same may not be the case for water landing sites.

6.4.1.3 All flights shall be operated in accordance with the Manufacturers/Operators Operations Manual.

6.4.1.4 Night Operations and operations under IFR conditions are NOT permitted to water aerodromes.

6.4.1.5 ENVIRONMENTAL IMPACTS

Given the fact that in Kerala, seaplanes will be operating with the regular airports as base stations wherein the fueling and

maintenance are envisaged ensuring that no undesirable impact to the local environment of the waterdromes happens.

The turbulence and other possible impacts of seaplanes are far lesser than those created by conventional speedboats and outboard

engines, which are commonly used in such locations in Kerala.

Since we are proposing to use conventional houseboats for frisking and boarding etc., no other new/additional infrastructure is being


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developed/constructed. Hence any undesirable impact on topography of local environment is also avoided.

a) AIR AND WATER POLLUTION

Once the aircraft lifts off the water, and until such time as it alights back on the water, the environmental effect is identical to any

other aircraft, as subject covered by numerous environmental studies.

Only few studies have been completed to assess the seaplane environmental impact anywhere in the world and in many cases these

are independent studies carried out by private seaplane operators. The most inclusive and unbiased is probably an investigation

conducted by US Army corps of Engineers (USACE).

The outcomes were:

Air Quality No Impact

Water Quality No Impact

Soil Quality No Impact

Wildlife No Impact

Fisheries No Impact

Hydrology No Impact

It is difficult to gauge the number of local flights versus the number of surface marine vessel movements, so it is futile to compare

carbon emissions from a seaplane to those of marine traffic.Consideration anyway should be given to the fact that the number of

boat movements within any given area greatly outweighs seaplane movements in this area. Thenext gen aircraft propulsion

generation systems are having low noise and carbon emission levels. Further, most seaplanes operate with turbo-prop engines,

which use JetA1 aviation fuel which does not contain some of the more volatile compounds found in many marine engine fuels.

Attention should also be drawn to the fact that seaplanes do not discharge sewage or oily bilge water and are not treated with toxic

anti-fouling paints unlike boats. Seaplane exhaust is emitted into the air, much above the water giv ing practically no water impact.

The only water discharge from a seaplane is a small amount pumped from the floats each day. This is water that may have leaked

into the floats over a specific time, usually 24 hours. No other matter other than the water in which the aircraft has been operating

would be pumped from the floats and hence no impact on the surrounding water.

No other substances are discharged from seaplanes directly into the water. The engines are not cooled through heat exchangers as

in marine engines, and the excess fuel after engine shut-down is collected in the accumulator specifically designed for this purpose.

This accumulator is emptied on a regular basis to prevent water pollution.

There are no toilets on existing seaplanes, so no waste matter would be discharged into the water from this source. Also, there are

no arrangements like restaurant/kitchen (as in case of boats and ships) there is no possibility expected for any waste to be

discharged directly into the waters.

As brought out above, seaplanes in Kerala are proposed be operating with the regular airports as base stations wherein the fueling

and maintenance are envisaged ensuring that no undesirable impact to the local envi ronment of the waterdromes happens.

It is due to the fact that seaplanes are environmentally friendly, they are widely used for surveillance purpose in various national

parks and wild life sanctuaries across the world. This is a mark of acceptance that they are amongst the most environment friendly

means of transport.

b) NOISE

The seaplane would for a short duration of time on each flight sector, produce a level of noise comparable to that of speedboat

engines as given in the table below. The power required for take-off creates a noise level of some 75 dba only. However, this level of

noise is for a very short duration when taken over a particular point. The positioning of the TOLA (Take off landing area) is in

general arranged in such a way as to avoid over flying a built up area at low levels. The power settings for an approach are

relatively low, resulting in a negligible noise factor.

If the noise level of the seaplane is compared to other pleasure or leisure water craft such as speedboats and Jet Skis, the noise

level of the seaplane is shown to be well below these craft (see Table).

As already mentioned, flight operations involving seaplanes are at present only conducted in day light hours, which precludes

possible noise levels of the annoying nature.

Noise/dba (Example)


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Military jet 120+

Jet ski 110 e.g. watersports on lake

Chainsaw 100-104 e.g. tree felling/forestry/ logging

Grass Cutting 88-100 Golf courses

Tractors 95 e.g. general operations

All terrain vehicles 85

Speedboat 65-95 e.g. watersports on lake

Seaplane 75 on take-off only @ 300m (20 sec)

Inside car 30 mph 68-73

Normal conversation 65

6.5 OTHER OPERATIONAL CONSIDERATIONS

For seaplanes to really take off there are a number of barriers that must first be overcome. This paragraph highlights the major

threats that seaplane operation is facing today and the fundamental issues that need to be addressed:

Public perception of light aircraft safety may impact on the acceptability of seaplane transportation. However, it should be

noted that in the UK there has not been a single reported accident according to their air accidents investigation branch

(AAIB).Making passengers aware of emergency procedures associated with seaplane aircraft while on the ground then it will go

a long way to addressing some of the publics safety concerns.

It is a not-well known means of transport and i t could seem to be difficult to use.

Lack of a minimum level of training and acceptability of Dock Operating Crew so as to be multifunctional with regard to,

assisting in the arrival and departure of aircraft on pontoons or piers, passenger handling, as well as manning the

requirements of Rescue and Fire Fighting activities.

Certification process for new seaplanes (Modification of existing, and already certified, planes should also be considered).

Air traffic is perceived as expensive in general and costs mayappear to be high especially at the beginning.

Corrosion resistance. Use of new materials or methods to help to alleviate, delay or fully prevent corrosion should be available

in order to widen the number of solutions that can be chosen among, based on functionality, cost and ease of maintenance.

Seaplanes are still too much depended on the weather conditions.

There are ordinary means of transport used everywhere and people are used on them.

Prices of tickets could be too expensive for common journeys (because of operational costs including high investment cost for

aircrafts &related infrastructure)

CHAPTER 7 INFRASTRUCTURE REQUIREMENTS

The landing site being on water, can be shared with other activities mainly water vessel operations- so does not have the need for

an area of ground/water surface to be set aside specifically for aviation purposes other than the narked waterdrome during times of

operation.

Depending on the size of the operation in the area, a pontoon for passenger handling and docking of the aircraft is required. Theapron area for manoeuvring in the dock area at this is calculated as approx1.5 times the wing span, or 1.5 times the overall length

of the aircraft whichever is the greater. The Take-off and Landing Area (TOLA) although of considerable dimensions, does not of

necessity have to be closed off to other marine activities. A pilot approaching to land is well able to adjust his approach path to fit

in with other traffic considering the relative speeds of an aircraft to that of marine traffic. It is for this reason that we call it a

take-off area as opposed to a runway. The seaplane is able to adapt to a runway direction within the TOLA to suit conditions and

conflicting traffic.Furthermore a seaplane at take-off speed can stop in a much shorter distance that it would be able to on land.

7.1 AIRCRAFT

Type of Seaplanes mainly in service across the world

Cessna TU 206 G

Cessna Caravan 208A


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Twin Otter (DHC 6 Series 100)

Twin Otter (DHC 6 Series 400)

7.1.1 RECOMMENDED AIRCRAFT TYPE

It is recommended that, Govt. of Kerala may introduce Seaplane operations with a medium capacity Aircraft with seating capacity of

9-10 passengers, which could be upgraded over a period of time to a 19-20 seater Aircraft. Type of Aircraft could be selected based

on the traffic expected and Infrastructure to be developed. Based on the feedback of the service, a higher capacity Aircraft could be

deployed in future.

7.2 SITE SELECTION

When selecting a site for water aerodrome and installation of floating platform, the following will be considered:

If the location of the proposed water aerodrome is inside protected waters

Depth of sea bed on the proposed water runway and the size of aircraft intended to operation.

Distance of water aerodrome from the servicing resorts and islands.

Maritime movements in the location,

Navigable airspace,

Effect on the surrounding community

Available length of clear and safe water runway strip with respect to the size and type of aircraft intended for use.

Unobstructed approach and departure paths for the type of seaplanes to be accommodated

Current flow, water level, wave heights and floating debris

Bird hazards

Note: Location shall be such that cross wind operations are kept to a minimum and downwind operations shall be avoided. In other

words the landing and take-off areas should be oriented to permit operations into the wind. Nature Reserved designated marine

areas and Fishing Grounds shall not be used for water aerodromes. The strip of water shall be free from large obstructing corals

rubbles to a definite depth and located inside protected waters which are safe to use of landing/ take-off of a definite seaplane.

For detail specifications of above Aircrafts, refer DGCA CAR, Section 3, Part IX on Civil Aviation Requirements

7.3 INFRASTRUCTURE AT TERMINAL STATION

At each Site, selected for Seaplane operations, a terminal station/ building will be required. This terminal station/ building shall be

used for passengers waiting hall, frisking area, washrooms and other facilities to passengers required before frisking is completed

and thereafter before the boarding. A proposed layout for terminal station/ building is given below :


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7.3.1 TERMINAL STATION

The terminal station/ building is to be designed keeping the passenger load in mind. At present, it is proposed a building with

minimum 20 passenger capacity is to be taken into consideration which can cater passenger load of two sea-planes of 09seatercapacity or single plane of 19 seater capacity at a time. This building shall be constructed out of steel structure also with glass

facade and aluminium sheets.

A terminal station/ building can be divided into four parts in order of sequence:

7.3.1.1 ENTRY POINT

At this area, Security Check of passengers shall be dealt by Security with X-Ray machine for baggage screening. Office of Terminal

Manager and Security Incharge.Toilets for Ladies and Gents.Chairs for minimum 20 passengers. Provision for a small shop can also

be made.

7.3.1.2 DEPARTURE LOUNGE

Departure Lounge with seating capacity for minimum 20 passengers. Provision for small shop and toilets is proposed.

7.3.1.3 ARRIVAL LOUNGE

Arrival Lounge is also proposed with toilets. Baggage area is earmarked separately with seating chairs for 8 to 10 passengers.

7.3.1.4 ARRIVAL LOUNGE

This section shall be utilized for Shops/Offices of Sea-Plane operators, Tourism Department Offices, Resort Owners Booking Counter,

Transporter, etc. This can be allocated for revenue generation.

7.3.2 PATHWAY / WATERWAY

The pathway leading to Water Jetty keeping low tide & high tide levels in mind is to be provided for reaching up to the sea-plane.

The said path way can be on fixed cc pillars or on floating type. Railings are to be provided on both side of the pathway for safety

purpose.


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7.3.2 WATER JETTY/ FIXED PLATFORM

The dimensions proposed for single plane operation is 7m x 7m size and has to be made on floating material. The size of the jetty

has to be extended three times if two seaplanes are in operation to keep safe distance between the planes.

7.4 HOUSEBOATS FOR TERMINAL STATION

At sites, wherever land is not available for developing terminal station/ building, which shall have Infrastructure e.g. Passenger

Lounge, frisking areas, other facilities etc. Some alternative arrangement need to me made for such mandatory requirements. A

house boat may be considered as an alternative solution for such purpose. This moving houseboat could be designed as such, which

will all facilities e.g. Passenger waiting lounge, frisking areas with X-ray machines, other facilities etc.

This Houseboat will have an advantage of shifting to any water body as per convenient and operational requirements.

7.5 GENERAL REQUIREMENTS FOR FLOATING PLATEFORM/ JETTY

a) The dimensions of a floating platform shall be dependent on the size ofthe aircraft that will be used for the seaplane operation.

Floating platform shall provide adequate support and buoyancy for the loads imposed by embarking/disembarking passengers and

their luggage.

b) The Standard Size of Floating Jetty is 7mX7m, which can be extended to accommodate large number of passengers as and when

a bigger Aircraft is inducted.

c) The floating platform shall be inspected at regular intervals to check thestructural conditions of platform and other safety

equipment. Records ofsuch inspections shall be kept as per regulatory requirements.

d) Each floating platform shall be equipped with the following minimum equipment in the interest of passenger safety and all the

equipment except for the life buoy shall be contained in a red box which is fastened to the floating platform. The life buoys shall be

easily accessible for use in case of an emergency.

01 Axe

30 m Life line - rope

01 Crow Bar

01 Fire Extinguisher (at least 5 Litres, A,B,C)

01 Bucket

01 Bolt Cutter

01 Tin Sniper

01 Harness Cutting Tool

01 Pair of Gloves (fire resistant)

01 First Aid Kit

02Life buoy

01 Beacon flashing alternate white/ yellow flashes at the rate of 22to 30 flashes per minute shall be installed on all

platforms located outside the lagoon and in open sea.

e) The flashing beacon shall be installed on the floating platform and its height shall be 1 meter from the level of the platform. The

beacon and its fixing struck shall be made out of frangible material. The beacon shall be ON from dusk to dawn.

7.6 SIZE OF WATER RUNWAY

The required length for Water Runway is at minimum of2000-2500 feet and depth not less than 1.5 Meters at any place of

operation which also includes taxiway. However, the actual dimensions of the water runway shall depend on;

The size of the aircraft intended for operation;

The performance characteristics of the aircraft;


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Potential obstructions in the approach, departure and surrounding area;

Water currents and wave action;

Any obstacle in or out of water, on the water runway or taxi way, that may endanger safety shall be marked with a floating buoy.

7.7 APPROACH & DEPARTURE PATH REQUIREMENTS

The approach and departure paths should be clear of established shipping or boating lanes; and

The approach and departure paths should be clear of hazards.

An over water approach is preferable to an approach departure path over populated areas, beaches and shore developments.

7.8 TRANSFER OF PASSENGERS

Anappropriate motorboat could be used for transferring passengers from mainland/ fixed jetty to the floating platform into the

water body to board them into the Aircraft.

a.

A boat used for the purpose of transferring passengers to and from the floating platforms shall be maintained at least 200 m

away from the floating platform and water runway when the aircraft is ready to land or at take-off and shall not obstruct the

water runway.

b.

Instructions shall be given to the boat captain about the direction of water runway, and the movements of the aircraft for taxi

and the specific time of its arrivals.

c.

7.9 VISUAL AIDS

A Wind Direction Indicator shall be fixed on land at a point that is in the nearest vicinity to the water runway and floating platform

to enable the pilot to find the wind direction and have an indication of wind velocity. For this purpose a Wind Sock as laid down in

the relevant CAR shall be installed to be visible from an Aeroplane flying at a height of 200 meters.

7.10 FIRE FIGHTING

The Resort Agent shall be trained for fire fighting and rescue operations and shall be familiar with the aircraft. The Resort Agent

shall be made available on the transfer boat during take-off and landing.

Type of Fire Extinguishers required for Sea Plane Operations:

AFFF (Aqua Fire Fighting Foam) typea.

CO2b.

At each Site, following fire fighting arrangements need to me made:

2 Cylinder of AFFF of 50 Ltrs eachi.

2 Cylinders of CO2 of 22.5 KG eachii.

In addition, arrangement could be made for one Water Pumpconnected with a Foam Container to throw AFFF at the rate of

250 ltrs per minute. This will enhance the fire fighting capacity.

iii.

7.11 RESPONSE TIME IN EMERGENCY

The recommended operational objectives of the fire fighting service in case of aircraft is to achieve a response time not exceeding 2

minutes in optimum conditions of visibility of surface conditions.

7.12 MANNING LEVEL

Manning levels will depend on the type of operations

Fire Fighting teama.

Commercial Staffb.

Manning of Marine frequencyc.

Frisking of passengersd.

Other Allied servicese.

7.13 TRAINING

All personnel involved in rescue and fire fighting duties must receive appropriate regular training in the use of equipment provided.

This should include an operational exercise at least once per quarter and records of such training shall be maintained.

7.14 FIRST AID KIT

The medical equipment commensurate with the category of aircraft operated must be readily available at the floating platform and

arrangement shall be made to transfer to incident scene as quickly as possible.

7.15 MINIMUM SAFETY REQUIREMENTS FOR SEAPLANE TAKEOFF & LANDING AREAS

The aerodrome operator shall be the owner of the water aerodrome or be in possession of a no objection letter from the landlord of


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the proposed locality to use the intended lagoon/reef or protected water as a water aerodrome.

The aerodrome operator shall ensure installation of floating platform, obtainsafety equipment and ensure training of personnel

before the water aerodrome is used.

7.16 STANDARD SPECIFICATIONS FOR SUITABLE SITIES FOR SEAPLANE OPERATIONS

Location of waterdrome- By and large the location of the proposed waterdrome should be in protected water where security

and operation of seaplanes can easily be monitored and there should not be any obstructions in the flying funnels.

1.

Dimensions of Floating Jetty - Atleast7mX7m or as per size of Aircraft.2.

Length of water runway - Approximately 2000-2500ft is required which should be free of marine areas, fishing nets, corals and

boulders.

3.

Depth of waters- Not less than 1.5 Meters at any place of operation which also includes taxiway.4.

Height of waves- Not greater than 0.25 Meters.5.

Water Currents- Not greater than 3 Kts.6.

Winds- Not greater than 20 Kts, upwind operations.7.

Distance of waterdrome from servicing location/island- The distance of the waterdrome from the servicing location/jetty should

not be less than the width of 2 Wingspans of the seaplane.

8.

Maritime movement in vicinity- The maritime movement in the vicinity of the waterdrome should be bare minimum so as not

to cause any obstruction/disorientation of the operation of seaplane.

9.

Bird Hazard- The bird activity at any given place cannot be controlled, however, all precautions are to be observed to keep the

same to bare minimum and a strict watch is to be maintained in order to ensure safe operations.

10.

Mooring- The dimensions of jetties should normally be 7mX7m, with protective breakwater, clear entrance and egress with no

obstructions over 1M on the dock or within 8M of the docking side of the aircraft to enable wing clearance. In addition, a

pontoon 4MX3MX1M height with rubberized edges, fenders, bollards, rope rails and a boarding ramp needs to be provided with

the jetty. The mooring site shall be equipped with the following equipments in the interest of passenger safety which isfastened to the floating platform. The life buoys shall be easily accessible for use in case of any eventuality :-

01 Axea.

30M Life line ropeb.

01 Crow barc.

01 Fire Extinguisherd.

01 Buckete.

01 Bolt cutterf.

01 Tin sniperg.

01 Harness Cutting toolh.

01 Pair of gloves (fire resistant)i.

01 First Aid kitj.

Life buoyk.

01 Beaconl.

11.

Flashing Beacon (white/yellow flashes of 22-30 fpm) should be installed on all locations to indicate the prohibited area so as to

enable other marine movements to be outside this zone. The height of the beacon shall be 1M from the level of the platform

and made of frangible material. Besides this facility a hotter/siren should also be installed to inform the marine movement in

respect of seaplane operation. The local fisheries and other agencies should be educated regarding this facility to eliminate any

ambiguity during operation. The above needs to be fine tuned as per the local requirements.

12.

Provision to be made for a Hooter/ Siren for cautioning fishing boats and people around jetty about taking-off and landing of

Aircraft.

13.

7.17 COMMUNICATION EQUIPMENTS

Application for Airband license has to be made for individual sites (ground to air communication) along with deposit of fee applicable

on per site basis.

Based on above, WPC (Under Ministry of Communication) will either allot one or more frequencies as per availability and other

considerations.

Base station equipment will be required at individual sites. The same will consist of 1 nos of VHF airband transceiver (for exampleicom IC-A210 / IC-A210E or IC-A110 / IC-A110EURO or equivalent ) which cost around Rs 1 Lacs for 1 Unit each (including cost of

Antenna and Cabling). Handheld VHF airband transceivers can also be used additionally say 1 Nos at each site costing around Rs

50,000 per unit.

CHAPTER 8 SITE ASSESSMENT / OBSERVATIONS

In view to commence Sea plane Operations in the state of Kerala, Pawan Hans Helicopters Ltd. a Govt. of India Enterprise, in

association with KTIL (Kerala Tourism Infrastructure Ltd.) conducted feasibility study in the State. The feasibility study was covered

in 3 phases. During the study a total of 22 Sites were inspected for the feasibility of Seaplane operations. The Sites visited by Pawan

Hans technical team are as follows :

1) Kumarakom Vembannad Lake


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2) Alappuzha Vembannad Lake

3) Kol lam Ashtamudi Lake

4) Poovar Poovar Lake &Isola Di Cocca Resorts

5) Trivandrum Veli Lake

6) Kovalam Beach

7) Munnar Mattupati Dam &Kumali Dam

8) Neyyar Dam

9) Kadinamkulam

10) Periyar Barrage Boothathankett

11) Idamalayar Dam

12) Poringalkuthu Dam

13) Malampuzha Dam

14) Banasursagar Dam

15) Kottapuram Bekal

16) Valiyanam Bekal

17) Kasaragod

18) Bakel Hotel Lalit Intercontinental.

19) Resort Site - 4. Bekal, Bekal Resort Development

Corp. (BRDC)

20) Ayitty, Kasaragod Valiyaparamba Island

21) Ambalamedu, Cochin

8.1 PRIORITY CIRCUIT

KTIL has identified certain Sites, which needs to be connected on the priority Circuit. The Priority circuit is:

Trivandrum Airport Ashtamudi Punnamada Vembanadu Munnar Kochi Airport -Cochin Backwaters

8.2 SITES IDENTIFIED FOR IMMEDIATE OPERATIONS AFTER PRIORITY CIRCUIT

Thalangara, Kasaragod

Kottapuram

Ayitty, Kasargod

Mattupetty Dam, Munnar,

Kumarakom,

Kollam

Cochin Backwaters

Allapuzha

8.3 DETAILED SITES ASSESSMENT/ OBSERVATIONS

A detailed study was conducted at identified Sites for project requirements and technical assessment. Site wise inspection report

with Pawan observations are as follows:

8.4 KOLLAM ASTHAMUDI LAKE

The waters are clear, free of v isible obstructions and appeared to be of sufficient depth considering the intended usage with

takeoff/landing being possible from all directions depending upon wind conditions. Further, houseboat and floating jetty could be

used as suggested elsewhere. Emplaning/Deplaning can also be done at site by providing floating jetty connected to the houseboat

wherein the frisking will be carried out.


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8.4.1 TECHNICAL ASSESSMENT

Coordinates of the Site 08.90 N, 076.58E.

Ariel distance of Site from Trivandrum Airport 32.0NM on magnetic heading of324OM.

A area for Water Runway Adequate

Winds direction Light variable - Acceptable.

Water Current Acceptable


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Approach is clear from All Directions.

Maritime movement in Vicinity - Movement of fishing boats in the area needs to be regulated/ controlled.

Depth of water body Adequate, Still needs to be measured before commencing operations.

Wind sock to be installed at the Jetty.

Bird Hazard Minimum.

Water dome to be marked with Floating Balls/ Marker Buoys

Security arrangements need to be in place before commencing Operations as per BCAS norms.

Location of the Water Dome as reflected in the Picture

Depth Study

8.4.2 SITE INFERENCE

The proposed Site appears fit for operations and Seaplane services could be introduced from this Site, subject to depth of water to

be measured and necessary Infrastructure required is in place.

8.5 ALLAPUZHA PUNNAMADA LAKE

The surveyed Site No. 1 was located near the finishing point of Nehru Boat Trophy Race-2012 as suggested by KTIL representative.

The waters were clear, free of permanent visible obstructions and appeared to be of sufficient depth considering the intended usage

with takeoff/landing being possible from 3 directions depending upon wind conditions. The big houseboats are permanently parked

on the bank of the lake towards the town. The movement of small boats is also quite frequent in the channel linking the Punnamada

lake to the larger Vembanadlake. Therefore, it is advisable to operate from the waterdrome which is located as indicated above

which will facilitate departure and arrival from different directions. At the same time, due to above position, adequate care and

caution during operations needs to be taken for operations. There wil l be a requirement of floating jetty and

embarkation/disembarkation shall be done with the help of motorboat.

The second Site No. 2 is located near the SAI (Sports Authority of India) Center and is having adequate, unhindered vast area as

compared to Site No 1. The waters were clear, free of permanent visible obstructions and appeared to be of sufficient depth

considering the intended usage with takeoff/landing being possible from all directions depending upon wind conditions. The depth

characteristics have also been veri fied subsequently and found acceptable.

Site 1


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Depth Study


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Site 2


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Depth Study:

8.5.1 TECHNICAL ASSESSMENT (Site No 2 preferably)

Length of Water Runway Adequate

Winds - Light variable, Acceptable.

Water Current Acceptable

Height of Waves Acceptable

Maritime movement in Vicinity - Movement of fishing boats in the area needs to be regulated/ controlled.

Depth of water body Adequate, Still needs to be measured before commencing operations.

Wind sock to be installed at the Jetty.

Bird Hazard Minimum.

Water dome to be marked with Floating Balls/ Marker Buoys

Distance of waterdrome from servicing location/island - Approx. 300 Mtrs.

Security arrangements need to be in place before commencing Operations as per BCAS norms.

Flashing Beacon to be provided

Location of the Water Dome as reflected in the Picture


The proposed Sites (Site No2 preferably) appear fit for operations and Seaplane services could be introduced from this Site, subject

to necessary Infrastructure required is in place.

8.6 KUMARAKOM VEMBANNAD LAKE


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Site 1

The site offers adequate space for operations and depth of water is sufficient perennially. It has clear approach and take off funnels

from multiple directions and there are no obstacles whatsoever. Current Flow is found to be well within limits and no water

turbulence was noted. At the same time, the depth of waters is expected to be less than acceptable.

Site 2

The alternate site proposed offers adequate space for operations and depth of water is sufficient perennially. It has clear approach

and take off funnels from multiple directions and there are no obstacles whatsoever. Current Flow is found to be well within limits

and no water turbulence was noted. At the same time, the depth of waters is acceptable. The site can be considered subject toinspection and approval by DGCA and other author ities as may be applicable.


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Depth Study (Site 2)

8.6.1 INFRASTRUCTURE REQUIREMENTS

The site is available in the open Lake and suitable water body could selected as per operational requirements as lake offers

adequate areas for Sea Plane Operations.

i.

Land areas needs to be identified for providing passenger facilities (Terminal Building, Frisking, other facilities etc.).ii.

Anyundergrowth weeds on the shore of the lake need to be cleared before start of operations to provide space for Jetty in the

Lake.

iii.

In the vicinity of the proposed areas identified, there is movement of big passenger boats used as public transport, this need to

be considered before commencing operations.

iv.

A floating jetty would be required into the Lake, which would be used for stationing the Sea Plane and for embarkation/

De-embarkation the Passengers from this.

v.

In case, suitable land area is not available in the vicinity of proposed Site, a moving Houseboat could be considered for using

as Terminal for Passengers.

vi.

This Moving Houseboat could be furnished as per required Infrastructure for passenger facilitation.vii.

This Houseboat could be utilized for Passenger waiting, frisking, passenger facilities and transferring them to the floating jettyin the Lake for boarding into Sea Plane. And also to house fire fighting facilities as mentioned above and other allied services.

viii.

8.6.2 TECHNICAL ASSESSMENT (Site 2)

Coordinates of the Site 9.6582 N, 76.3969Ei.

Ariel distance of Site from Cochin Airport Approx 33.2NM on magnetic heading of180OM.ii.

Area for Water Runway Adequateiii.

Winds direction NE/ SW, Light variable - Acceptable.iv.

Water Current Acceptablev.

Approach is clear from 'All Directions'.vi.

Maritime movement in V icinity - Movement of fishing boats in the area needs to be regulated/ controlled.vii.

Depth of water body Adequate, Still needs to be measured before commencing operations.viii.

Wind sock to be installed at the Jetty.ix.


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Bird Hazard Minimum.x.

Water dome to be marked with Floating Balls/ Marker Buoysxi.

Security arrangements need to be in place before commencing Operations as per BCAS norms.xii.


The proposed Site No 2 appears fit for operations and Seaplane services could be introduced from this Site. A huge water body is

available having clear approach for takeoff and landing from all directions.

Since the land has not been identified for boarding point, a houseboat could be used as an alternative. This houseboat could serve as

a boarding terminal having all facilities e.g. waiting room, frisking area etc. Passengers would be taken into houseboat and

transferred to a floating platformin middle of the water body for transferring to the Seaplane.

The exact depth of water body to be measured and required infrastructure to be in place, before commencement of Sea plane

operations.

8.7 MATTUPETTY DAM - MUNNAR

Munnar is a major tourist destination in Kerala. Mattupatti dam is around 10kms from main Munnar at an altitude of 1600 Metres

AMSL surrounded by hills which gradually increases to heights upto 2000 Metres AMSL. However steep approaches can be avoided

by following the adjacent valley prior to approach. Depth of water is sufficient for landings/ take offs perennially, however, the same

is subject to seasonal variation. The site offers adequate Take off / landings length and breadth for operations in North East, and

South West directions. The landing site and the depth are conducive for safe operations. Current Flow is found to be well within

limits and no water turbulence was noted. Operations are likely to get affected during monsoons due to low clouds and foggy

conditions and therefore the operations may be conducted only during a limited window say of around 2-3 hours at pre noon or noon

approximately. At the same time, the movement of boats has to be regulated during operations. Since the fixed jets which already

exists at the site is likely to pose problems due to variation in water levels, floating jetty may be ideal choice for the location which

can be co-located with the fixed jetty.

Site is presently in use by Speed Boats for tourists in SE direction. Mattupati Dam is in SW direction.

8.7.1 INFRASTRUCTURE REQUIREMENTS

A terminal building to be created for Passenger facilities, which could include waiting hall, frisking area and for other

operational requirements.

i.

A concrete/ wooden jetty is required at Site for use of passengers.ii.

Site is connected with a good motorable road.iii.


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Coordinates of Site:10O 06' 5.12'' N, 077O 07' 7.12'' E ataltitude of5260 ft.i.

Ariel distance of Site from Mangalore Ai rport 42.8NM on magnetic heading of096OM.ii.

In NE direction, two high tension wires are in the approach path of Aircraft which needs to be relocated and marked with

Obstruction Lights/ Florescent Balloons. Hence only one approach path is available NE/SW.

iii.

Area for Water Runway Adequateiv.

Winds - Light variable & Acceptable.v.

Water Current Acceptablevi.

Approach is clear from 'NE/ SW directions'.vii.

Maritime movement in V icinity - Movement of tourist boats/ fishing boats in the area needs to be regulated/ controlled.viii.

Depth of water body needs to be measured before commencing operations.ix.

Water body is surrounded by Hills all around.x.

Wind sock to be installed at the Jetty.xi.

Bird Hazard Minimum.xii.

Water dome to be marked with 'Floating Balls/ Marker Buoys'xiii.

Security arrangements need to be in place before commencing Operations as per BCAS norms.xiv.Location of the Water Dome as reflected in the Picture.xv.


The proposed Site appears fit for operations and Seaplane services could be introduced from this Site. Clear approach is available in

NE/ SW directions. Two high tension wires in NE direction need to be relocated before commencement of Seaplane operations.

Runway area need to be marked after depth study of water level and required infrastructure to be in place before operations. Since

the water body is located in a hilly terrain surrounded by the hill s, the actual suitability can only be ascertained during trial landing.

8.8 BOLGATTY/Cochin Backwaters

Site No 1

The proposed Site for Seaplane operations, which is to be used for takeoff& landing areais active shipping lane (as informed by Dy

Conservator-DC of Cochin Port Trust). Secondly, the desired operational area is also adjacent to Container Terminal and LNG


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Petronet Port Facility (highly inflammable),therefore the Port Trust may have reservations about allowing seaplane operations in

close vicinity of such location. In addition, the Navy is having considerable air operations in the close vicinity, hence may also have

reservations about any flying activity in the area. Their approval shall be a must for any flying operations. The Harbour Master has

informed that a clear channel of radial distance about 1.5 Km can be located in the Bolgatty area for the operations subject to all

clearances and maintaining of safe distances/avoiding critical areas. This area is not of much direct interest to the Port Trust, since it

is shallow for commercial shipping operations which Port Trust is concerned with. Considerable local boating activity has been

noticed and same is required to be regulated.

Keeping in view the above restrictions, out of bound areas, shipping lanes and considerable other marine movement, operations of

seaplane may not be feasible. However, further studies/discussions in this respect with authorities mentioned above and Inland

Waterways Authority of India (IWAI) may be undertaken.

Identified area considering presence of Valalarpadambridge and reasonable taxi time/distance

Site No 2

Considering the possible issues at the Site No 1, an alternate site can be considered which is located at a distance towards the

northern end of Mulavukaduisland. The site can be considered subject to inspection and approval by DGCA and other authorities as

may be applicable.


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Winds direction NE/ SW, Light variable - Acceptable.i.

Water Current Acceptableii.

Maritime movement in V icinity - Movement of fishing boats in the area needs to be regulated/ controlled.iii.Depth of water body Adequate, Still needs to be measured before commencing operations.iv.

Wind sock to be installed at the Jetty.v.

Bird Hazard Medium.vi.

Water dome to be marked with Floating Balls/ Marker Buoysvii.

Navel establishment is in close proximity, which need to be considered before commencing Sea Plane operations.viii.

Security arrangements need to be in place before commencing Operations as per BCAS norms.ix.

Flashing Beacon to be providedx.

Location of the Water Dome as reflected in the Picturexi.

The availability of landing site at Cochin Backwaters as indicated above is to be discussed/agreed with concerned authorities i.e.

Cochin Port Trust, Indian Navy, and Inland Waterways Authority of India etc.


The proposed Site at Bolgatty is in the shipping lane

Documents

Kerala Sea Plane Project - Detailed Project Report (DPR)