MUMBAI: The audacious move by a group of officials from Airports Authority of India (AAI) and ministry of civil aviation to de-commission Juhu airport's secondary runways began in May last year.
This week, Times of India had carried a report on the issue. After AAI decided to shut down the secondary runway, it started issuing no-objection certificates to builders allowing them to increase the height of the buildings that stood in the approach path of the said runway.
Juhu has two runways, a main runway and a smaller secondary runway. If Juhu airport's secondary runway 16-34, is permanently shut down, as being planned by AAI, there will be serious repercussions. ``That is because Juhu airport is located less than two kilometres away from the huge and busy Mumbai airport and runways of both these airports are almost similar in their lay-out, which in turn means that, there are norms to be adhered to for use of Juhu airport's runways,'' said a source.
Simply put, what it means is that, if Mumbai airport, for some reason, is forced to suspend flight operations on its main runway and use its secondary runway 14-32, then Juhu too can only use its secondary runway 16-34. ``Juhu will not be not allowed to use its main runway in such a situation. That is to prevent the overlap of approach paths of aircraft landing in Juhu and Mumbai,'' the source added. In short, the Juhu airport should keep the secondary runway aliveif it has to avoid disruptions to flight operations.
Here is a time-line of how most of the AAI officials, baring one, made out a misleading case so as to close down the secondary runway of Juhu airport permanently.
May 06, 2011: JMS Negi, the then AAI executive director submits a report that says that secondary runway 16-34 of Juhu airport cannot be used in any combination with runways of Mumbai airport. It implies that secondary runway is of no use. However, Juhu's secondary runway will be the only runway that can be used if Mumbai uses its secondary runway. Pilots, airtraffic controllers (ATCOs) corroborate this.
May 06, 2011: Negi report is accepted by the Appellate Committee, headed by a joint secretary of civil aviation ministry. This Committee approves grant of NOC for buildings around airports for which builders want more than permissible heights.
30 May, 2011: AAI's executive director, planning in an intra-office note says ``it has plans to build a new apron and terminal building at Juhu and does not envisage operationalisation of runway 16-34.'' This despite the said runway being operational all the while.
6 June, 2011: AAI general manager, NOC sends a letter to Regional Executive Director saying that ``it has been intimated by planning directorate that runway 16-34 is non-operational''. Proposes that runway be used as a helicopter night parking stand.
31 October: AAI joint general manager (air traffic control) in a letter to general manager (western region) says de-notification of runway 16-34 will adversely affect operations at Juhu.
December 2011: DGCA carries out an inspection of Juhu airport. Both runways are in use during the inspection.
February 2012: DGCA grants license to Juhu airport on the condition that the runway 16-34 is resurfaced as it is in bad condition. AAI agrees and sets itself a deadline of December 2014.
23 August: AAI general manager (aero, western region) in a file noting says that since runway 16-34 is going to be shut down, any work on it should be carried out only after it is de-commissioned. There are plans to downgrade the runway to be used as a taxiway and to park aircraft, his note says.
This week, Times of India had carried a report on the issue. After AAI decided to shut down the secondary runway, it started issuing no-objection certificates to builders allowing them to increase the height of the buildings that stood in the approach path of the said runway.
Juhu has two runways, a main runway and a smaller secondary runway. If Juhu airport's secondary runway 16-34, is permanently shut down, as being planned by AAI, there will be serious repercussions. ``That is because Juhu airport is located less than two kilometres away from the huge and busy Mumbai airport and runways of both these airports are almost similar in their lay-out, which in turn means that, there are norms to be adhered to for use of Juhu airport's runways,'' said a source.
Simply put, what it means is that, if Mumbai airport, for some reason, is forced to suspend flight operations on its main runway and use its secondary runway 14-32, then Juhu too can only use its secondary runway 16-34. ``Juhu will not be not allowed to use its main runway in such a situation. That is to prevent the overlap of approach paths of aircraft landing in Juhu and Mumbai,'' the source added. In short, the Juhu airport should keep the secondary runway aliveif it has to avoid disruptions to flight operations.
Here is a time-line of how most of the AAI officials, baring one, made out a misleading case so as to close down the secondary runway of Juhu airport permanently.
May 06, 2011: JMS Negi, the then AAI executive director submits a report that says that secondary runway 16-34 of Juhu airport cannot be used in any combination with runways of Mumbai airport. It implies that secondary runway is of no use. However, Juhu's secondary runway will be the only runway that can be used if Mumbai uses its secondary runway. Pilots, airtraffic controllers (ATCOs) corroborate this.
May 06, 2011: Negi report is accepted by the Appellate Committee, headed by a joint secretary of civil aviation ministry. This Committee approves grant of NOC for buildings around airports for which builders want more than permissible heights.
30 May, 2011: AAI's executive director, planning in an intra-office note says ``it has plans to build a new apron and terminal building at Juhu and does not envisage operationalisation of runway 16-34.'' This despite the said runway being operational all the while.
6 June, 2011: AAI general manager, NOC sends a letter to Regional Executive Director saying that ``it has been intimated by planning directorate that runway 16-34 is non-operational''. Proposes that runway be used as a helicopter night parking stand.
31 October: AAI joint general manager (air traffic control) in a letter to general manager (western region) says de-notification of runway 16-34 will adversely affect operations at Juhu.
December 2011: DGCA carries out an inspection of Juhu airport. Both runways are in use during the inspection.
February 2012: DGCA grants license to Juhu airport on the condition that the runway 16-34 is resurfaced as it is in bad condition. AAI agrees and sets itself a deadline of December 2014.
23 August: AAI general manager (aero, western region) in a file noting says that since runway 16-34 is going to be shut down, any work on it should be carried out only after it is de-commissioned. There are plans to downgrade the runway to be used as a taxiway and to park aircraft, his note says.
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