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The Print
5 hours ago
- Politics
- The Print
Too much traffic & too little control, why Char Dham route is a hotbed for chopper crashes
Last Sunday, a 2-year-old was among the seven on board the civilian helicopter that crashed due to low visibility and weather conditions. The Bell 407 (VT-BKA), operated by Aryan Aviation Pvt Ltd, went down near Gaurikund between 5.30 am and 5.45 am. Following the crash, an FIR was filed against two company officials for allegedly violating protocols set by the Directorate General of Civil Aviation (DGCA) and the Uttarakhand Civil Aviation Development Authority (UCADA). And beyond the numbers is the rising human toll as a result of a system showing signs of deep failure. New Delhi: Uttarakhand's Char Dham Yatra route is increasingly grimly linked with recurring aviation disasters. The crash last week marked the fifth helicopter incident in just 6 weeks. While other pilgrimage sites like Vaishno Devi have seen occasional crashes (the last reported fatal crash in 2015), the frequency and severity of incidents along the stretch to Kedarnath are alarmingly high. Apart from the latest incident, in the past 6 weeks, the route has seen two fatal crashes claiming 13 lives and two emergency landings due to technical snags—one involving an air ambulance. Uttarakhand Chief Minister Pushkar Singh Dhami has ordered a comprehensive audit of past helicopter incidents in the state, asked for installation of more weather cameras, use of double engine choppers and also instructed UCADA to follow the Vaishno Devi heli service model. Chopper crashes on the Char Dham yatra route often stem from a lethal mix of factors—treacherous terrain, frail aviation infrastructure, sudden weather shifts, operator error or pilot misjudgment, and regulatory oversight. Moreover, pilgrimage heli-tourism is not a one-player game. With multiple stakeholders involved like operators, the DGCA and the UCADA, the question isn't just who made the mistake, but who allowed it to happen. An accident report following the crash of a chopper, also operated by Aryan Aviation, in 2022—in which seven people lost their lives—and another on a 2023 incident, involving the death of a UCADA official struck by a helicopter's tail rotor, both cite the absence of Air Traffic Control (ATC) in Kedarnath as a contributing factor. The 2022 Aircraft Accident Investigation Bureau (AAIB) report notes that the flight crew failed to properly assess weather conditions before take-off, highlighting the absence of meteorological stations or Met personnel to provide accurate weather updates. Meanwhile, the 2023 incident report points out that the mandatory safety briefing for passengers was not conducted in accordance with standard operating procedures (SOP). These reports underscore systemic mismanagement, a shortage of operational personnel, and critical limitations stemming from the lack of ATC presence. 'Saying what the pilot or operator did wrong is easy,' a former pilot who has flown this sector, notes. 'The harder question is, why things can go wrong at all.' Pilgrimage traffic on the Char Dham route has surged. Numbers have climbed steadily—16.5 lakh in 2024 and 19.6 lakh in 2023—with a dip seen during the Covid-19 pandemic. Sources familiar with the situation say nearly 11 lakh pilgrims have visited Kedarnath in just the past 2 months this year. ThePrint speaks to experts and key players to understand what's driving the rise in such accidents. Are repeated warnings being ignored? Is poor oversight, coupled with negligible ground-level accountability, fuelling risks in an increasingly commercialised system? Also read: DGCA enhances safety inspections of Air India's Boeing Dreamliner fleet 'Fly maximum, take maximum' Experts ThePrint spoke to point to a range of factors behind such incidents—chief among them a revenue model driven by the principle of 'fly maximum, take maximum'. Another concern is helicopter shuttle services' competitive pricing as compared to traditional pony rides to Kedarnath. A tour and travel agent ThePrint spoke to quoted Rs 7,000 for a round-trip pony ride to Kedarnath. Helicopter ride prices also fluctuate between Rs 6,000 and Rs 8,000, and are capped by the government. The tickets, too, are available exclusively on the IRCTC website, with UCADA determining the number of tickets sold. Currently, a total of nine chopper operators—functioning in three clusters of Guptkashi, Phata and Sersi—selected through a tender process by the UCADA, operate along the Char Dham route. The latest tender addendum, issued in 2023 and available online, for a 3-year period, stipulates that operators must pay a royalty inclusive of GST equal to Rs 5,000 per landing at the Shri Kedarnath Ji helipad, and Rs 3,000 per landing at the Ghangaria helipad, both owned by UCADA. In case it is not paid every 7 days, the operator shall be liable to pay an interest at the rate of 18 percent per annum on the shuttle royalty. UCADA will charge each shuttle operator 3 percent of the ticket price (including GST) as a Yatra Facilitation Charge. Passengers may also be charged a booking or convenience fee by the authorised ticket booking agency, in addition to the ticket price, which is the IRCTC. However, sources in the know, said that these have been increased this year. 'The rise in the number of tourists, the low rates for choppers puts pressure on the pilot and the operator to break even,' said Air Vice-Marshal Manmohan Bahadur (Retd). 'The operators have to also pay penalties in case of defaults, apart from the other fees put on them. The operator only gets the limited pilgrimage period to recover costs and so functioning in this pressure becomes a factor in erroneous calls. The government must get aviation professionals to helm UCADA and make a fresh audit of how operations should take place in the tricky Kedarnath valley,' he added. The pilots operating these choppers are predominantly ex-servicemen due to their combined experience in helicopter and hill flying. The number of civilian pilots flying is minimal. According to sources in the know, the pilots are paid a fixed monthly salary by the operators, but also receive under-the-table cash incentives due to the high demand. There are no enforced work hours, and though flight duty time limitations (FDTL) exist on paper, pilots often fly without logging their hours. The PIB release on Sunday's crash said, 'The helicopter took off from Guptkashi at 05:10 hrs and landed at Shri Kedarnath Ji Helipad at 05:18 Hrs. It departed again at 05:19 Hrs for Guptkashi and is reported to have crashed near Gaurikund between 05:30–05:45 Hrs.' That means that six passengers were dropped and another six were taken up in that one minute, implying turnover pressure. ThePrint reached DGCA via text and Aryan Aviation via email for a comment. This report will be updated if responses are received. Experts noted that while UCADA allots flight slots to each of the nine operators, the operators themselves handle flight communication and decide which chopper takes off when. As per standard protocol, a maximum of six helicopters are airborne at any given time and each helicopter ride lasts approximately 10-15 minutes, depending on which helipad it's taking off from. Following the recent incident, the DGCA imposed a new cap, effective immediately: no more than four helicopters can fly in the valley at any given time, although a total of six choppers can remain airborne in the wider area. It also capped the number of flights to nine per hour, almost half of what operated earlier. As a result, the number of daily sorties has dropped from 250-300 to around 140-150. However, before the onset of rains, 152 sorties were reportedly conducted last Saturday alone. These are single-engine helicopters operated by just one pilot. 'Earlier, in 2006-2007, there would be 15-20 sorties, now there are 250-300 daily,' said a retired Indian Air Force pilot who has flown over this sector. Speaking to ThePrint, Sonika Singh, former CEO, UCADA said, 'Operators have read the tender conditions and then taken part in the bidding process. UCADA isn't pressuring them for anything. Operators may be pressuring the pilots for profit margins, we can't deny that.' In a late night reshuffle Thursday, IAS officer Sonika Singh was relieved of her responsibilities at UCADA. 'Chartered chopper services charge up to 2.5 lakh for the Char Dham yatra. We cannot not cap the prices for the common public. It is a very commercialised business. There are multiple stakeholders in this and policies have to be formed keeping in mind the common man,' Singh added. Also read: India's pilot training pipeline is broken. Crores spent, old aircraft, long wait for jobs How are rules being flouted Insiders in the multimillion-dollar helicopter pilgrimage business allege deep-rooted negligence, with operators and pilots routinely flouting regulations. They point to lax oversight by UCADA and a lack of ground-level accountability. Common violations include falsified flight logs to conceal excessive pilot hours, off-the-books cash incentives for extra trips, black market ticket sales, and disregard for weather protocols. A pilot familiar with the Char Dham route said to ThePrint, 'UCADA needs to be revamped and the bidding process can't be an open langar. Checks and balances are only on paper. Faulty parts are used, technical snags are ignored by operators so that no sorties are missed. Only when UCADA terms and conditions are changed, including their financial clauses on penalties, with the insight of aviation experts, can we expect a solution'. 'There are DGCA-imposed limits for pilot fatigue management. It merits scrutiny how operators and pilots are able to fill the ever-increasing demand for helicopter rides in a sector that has seen slow uptick in regulations that affect the supply side. Often, violations only come to light when an accident occurs,' said Commander K.P. Sanjeev Kumar (retd), a former Navy test pilot. 'The FDTL caps flight time at 7 hours to mitigate fatigue-induced errors. However, the pressure to fly even under adverse conditions may conceal overwork. Experience can also be a double-edged sword. Higher experience may also come with higher risk-appetite that can tilt the scale in a sector where self-regulation is key,' he added. In the most recent Kedarnath crash, the FIR alleges that weather checks were bypassed and the helicopter took off earlier than the approved 6-7 am window. Aryan Aviation, the operator, was previously fined in May 2022 for safety violations, including falsified flight logs, inaccurate flying records, and not complying with maintenance schedules. 'Aryan Aviation Pvt. Ltd., along with its manager Vikas Tomar and accountable manager Kaushik Pathak, were well aware that disregarding the SOPs could result in loss of life and property. The circumstances of the accident show that Aryan Aviation Pvt. Ltd. and its managers did not comply with the SOPs issued by DGCA and UCADA and exhibited gross negligence in fulfilling their duties, which led to the accident,' the FIR said. Under joint SOPs by UCADA and DGCA, each helicopter operator is required to appoint personnel to ensure compliance. The guidelines mandate flights begin at sunrise and end 30 minutes before dusk A senior UCADA official has contradicted the slot allegation in the FIR. 'We are aware of what the FIR says. However, the sunrise was at 5.10 am that day, slots are given from sunrise to like 8 am to each operator,' the senior UCADA official said to ThePrint on condition of anonymity. Following Sunday's crash, Aryan Aviation's Char Dham Yatra operations were suspended. Two TransBharat Aviation pilots, caught flying in similarly dangerous conditions, also had their licenses suspended for 6 months. But many argue these are stopgap measures that fail to address a deeper, deadly crisis. 'These keep happening here. As long as the UCADA functions in a bureaucratic manner with negligible knowledge on aviation, and doesn't tighten the noose on operators, this will continue to happen. Entry barriers for operators need to be revisited and tightened,' another retired pilot said. UCADA & DGCA roles The incidents have raised serious questions about UCADA's role, with sources citing a lack of transparency, even in basic metrics like daily seat capacity for pilgrims. UCADA was formed in 2013 by the state government to develop Uttarakhand's civil aviation sector into a sustainable model. It not only manages the helipads used by the choppers, but also selects the operators among bidders. UCADA and DGCA work in tandem. According to Singh, UCADA is responsible for the aviation infrastructure, while technical oversight—such as taking actions on technical norms being flouted and compliance checks—falls under the purview of the DGCA. 'We are an administrative body and are responsible for infrastructure and other facilities. We do conduct random checks and also officials check from the control room, but there are multiple helipads at work, rounds of sorties every day. The operator is responsible for adhering to the operations circular by the DGCA. It is a binding contract for them. We can only administratively restrict them. The technical supervision is by DGCA and they have the final say on technical matters here. We inform DGCA on whatever we find during our random checks and whatever comes up in the live camera feeds,' Singh said. Both UCADA and DGCA have in the past taken strict measures against those found to be flouting norms, she said. 'The tender process is done by UCADA but the licensing and the respective clearances by the operators is not our department,' she explained, adding that the head of operations of the UCADA is a position with aviation expertise but it is operated from Dehradun. 'We have been in talks to expand and get people with aviation expertise. As far as the tendering process is concerned, there will be talks with all stakeholders on how to make sure that operators don't flout norms and to streamline the process,' she added. As per the two investigation reports—on the 2022 crash and the incident in 2023—the responsibility of operations in the Kedarnath valley lies with individual operators conducting operations at Kedarnath Shrine. In all three incidents, including the one on Sunday, the choppers had taken off from the Kedarnath helipad, owned by UCADA. The reports clarify that UCADA's role is limited to administrative inspections, such as helipad facilities and passenger arrangements. Technical oversight and inspections fall under the DGCA, which acts on inputs provided by UCADA. 'It was further informed that the operations in every season are started only after the inspection/surveillance of DGCA is carried out and UCADA ensures that the observations therein are actioned. They also carry out inspection in-between during the operations to check if the requirements are maintained. Most of the requirements have been made part of joint SOP,' the final investigation report on the October 2022 crash released last year notes. The reports also note that while operators are usually responsible for flights from helipads they exclusively use, accountability becomes unclear at the Kedarnath helipad, which is shared by all operators. 'Even though the helipad at Kedarnath is provided by UCADA, the responsibility of ensuring safety and availability of firefighting facilities at the helipad has also been entrusted to operators. Hence, each and every responsibility for safe conduct of flight in the region lies with the operators which means operators are allowed to conduct the flights at their own discretion without any clarity and supervision of operations,' this October 2022 final investigation report notes which was also highlighted in the 2023 incident report Weather tracking a challenge, lessons from past crashes forgotten Experts note that Kedarnath's rugged terrain offers pilots minimal room to maneuver, while sudden cloud surges and unpredictable weather add to the risks. The absence of essential ground infrastructure—like an ATC center or an Aviation Meteorological Station—at the Kedarnath helipad further compounds the challenge. Pilots and the operators crew track weather conditions using apps, data from weather stations, information from the IMD in Dehradun, camera data, photos from the helipads at the mouth of the valley and information relayed by people at local stations. The sole responsibility of accessing the weather conditions before accepting the flight lies with the pilot. Currently, pilots, crew, and operators in the valley rely on radio calls to communicate flight status from takeoff and during flight, including weather updates. Past accident reports have noted that there is no procedure to ensure all pilots successfully receive Radiotelephony (RT) calls, making the system unreliable and prone to missed communications. 'Despite recent accidents, the helicopters operating in Kedarnath are suitable for the terrain, and the pilots are highly experienced in mountain flying. The DGCA, Uttarakhand Civil Aviation Department, operators, and pilots remain fully engaged in maintaining safe and efficient operations. Thousands of flights have been conducted safely over the years, but the recent incidents underscore the need for urgent review. Around 20-30 helicopters fly daily, carrying large numbers of pilgrims, making real-time supervision and alertness critical. However, ground infrastructure remains inadequate. While CCTV-based weather monitoring exists, it lacks the accuracy and sophistication of modern meteorological tools. Pilots need real-time, satellite-linked weather data to navigate the region safely,' Air Commodore B.S. Siwach (Veteran), Director General, Aviation Safety India, said. 'Airspace management is another major gap. A dedicated Air Traffic Coordination system is essential for managing high traffic volumes and ensuring timely weather updates. Given the revenue generated from these operations, the Civil Aviation Department must invest in safety infrastructure. Safety cannot rely on reactive fixes. A long-term, technology-driven strategy is needed. An independent expert body should be formed to audit operations, identify gaps, and recommend actionable reforms. These must be implemented swiftly to restore public confidence and ensure lasting safety,' he added. Former UCADA CEO Sonika Singh echoed similar sentiments. 'Here, the pilots are flying from one height to another, crossing hills and the valley. The weather conditions change rapidly,' highlighting the need for an ATC centre. Without ATC now, the responsibility of controlling the air traffic in the valley also lies with the operators themselves. 'Right now, everything is done manually, including watching and monitoring take offs and landings and weather conditions. With an ATC, everything will be streamlined. We are also in talks with IMD for a meteorological station. Right now, weather information is taken from Dehradun,' she said, adding that these measures will also help keep tabs on operator errors. There are some weather cameras installed at entry and exit points, but she said that these aren't helpful in determining cross-valley weather conditions. After Sunday's crash, UCADA was instructed by the Ministry of Civil Aviation (MoCA) to conduct a thorough checking of all helicopter operators and pilots before flights resumed two days after the incident. A command-and-control room is also to be set up in order to monitor real-time flight operations and send alerts. In a 2023 response, the MoCA had stated that DGCA checks compliance of rules during certifications and before granting permit to operate commercial operations, and also post certification. The response also notes that the DGCA's operations circular on pilgrimage helicopter services mandates additional safety measures, which must be followed by all stakeholders—including shrine boards, state governments, and helicopter operators. (Edited by Zinnia Ray Chaudhuri) Also read: Pilots flying your planes are stressed, sleep-deprived. 'It wasn't as intense earlier, now it's chaos'
Hindustan Times
11 hours ago
- Politics
- Hindustan Times
Uttarakhand sets up committee to prepare SOP for safe operation of choppers
DEHRADUN: The Uttarakhand government has set up a committee to prepare standard operating procedures (SOP) for the operation of helicopter service in the state. The committee, which has been constituted against the backdrop of 13 deaths in five incidents involving choppers over the last six weeks, will be headed by state home secretary Shailesh Bagauli. It will submit its report by August 15. Bagauli said the committee will analyse the causes of helicopter accidents and prepare a comprehensive report outlining the necessary measures to prevent such incidents in the future. It will also come up with recommendations regarding manpower, equipment, and administrative reforms for Uttarakhand Civil Aviation Development Authority (UCADA) and review the existing SOPs formulated by the state's aviation authority. The panel is expected to update the SOP and give suggestions to strengthen the weather information and communication system. The committee will also recommend measures to enhance the existing air traffic management system in the state. A Bell 407 helicopter, operated by Aryan Aviation, crashed en route to Guptkashi from the Kedarnath shrine on June 15 amid poor visibility in the region. It was the fifth helicopter accident since the Char Dham Yatra began on April 30 this year. The crash highlighted safety concerns over helicopter operations serving the Char Dham pilgrimage route, which includes four sacred Hindu temples. The routes see tens of thousands of pilgrims annually, many using helicopters to navigate the treacherous mountain terrain. According to data released by the state government, 49,247 devotees have used heli services Char Dham yatra this year. Eight companies are operating from nine helipads this season. The civil aviation ministry said preliminary findings suggest 'controlled flight into terrain'. Operations for Aryan Aviation were suspended immediately and an investigation by the Aircraft Accident Investigation Bureau (AAIB) was launched. The other members of the committee are the state's civil aviation secretary, disaster management secretary, chief executive officer of UCADA, executive director, Airspace Management, Government of India, executive Director, Air Traffic Management, Government of India, an official nominated by the aviation regulator Directorate General of Civil Aviation, an official nominated by AAIB, an official nominated by India Meteorological Department (IMD), and one member each from among operators/pilots nominated by DGCA and UCADA.
Mint
2 days ago
- General
- Mint
Recent helicopter crashes spark calls for overhaul of safety protocols
A spate of helicopter accidents in recent months, including two fatal crashes that killed 13 people, has ignited urgent calls for a significant overhaul of regulatory oversight and safety protocols in the country's aviation sector. Between May and June, six helicopter-related incidents have happened, with the latest involving a Bell 407 helicopter that crashed on 15 June in Uttarakhand. Most of these crashes occurred in Uttarakhand, a hilly region, around the Char Dham Yatra, an annual Hindu pilgrimage. The copter accident followed Air India's London-bound Boeing 787 Dreamliner plane crash soon after taking off from Ahmedabad on 12 June. Also read: DGCA orders Air India to conduct immediate checks of all Boeing 787-8/9 aircraft As per experts that Mint spoke to, there are frequent helicopter-related incidents due to insufficient regulatory oversight, pilot fatigue and lack of infrastructure. Industry stakeholders and safety experts are now calling for a structural overhaul to ensure safety in operations. As per the latest data from Directorate General of Civil Aviation (DGCA), there are over 250 helicopters currently registered and operating in India. Most of these helicopters are being operated by non-scheduled operators like private operators and corporate entities, followed by government bodies. Helicopters operations in India majorly take place for pilgrimage in the hills or in metro cities. Most of the incidents have been reported from the hills. Aviation expert and former director general of civil aviation M.R. Sivaraman pointed out that are frequent helicopter-related incidents because there is no clear control or strict oversight on helicopter operations. He feels there should be a separate wing within the DGCA focusing only on helicopters. 'DGCA must have a separate helicopter wing in the DGCA to take care of maintenance and training of pilots and checks and rechecks etc. Most importantly, the DGCA must be headed by someone with aviation background or a technical background," said Sivaraman. Also read: MRO firm AIESL targets $1 bn in revenue by 2030, eyes new avenues for growth Captain S. Chakravarthy, a former IAF Chetak helicopter pilot, said that the private helicopter operators, especially in Char Dham sites, do not adhere to the set flying norms. 'There is operational pressure which leads to taking short cuts in day-to-day operations. Revenue management creates pressure on pilots for maximum profits, majorly resulting in more flying time for pilots," said Captain Chakravarthy. Queries emailed to DGCA, Union ministry of civil aviation, copter service operators Pawan Hans, Himalayan Heli, Global Helicorp, Thumby Aviation and Heritage Aviation remained unanswered till press time. As per DGCA's Flight Duty Time Limitations (FDTL), pilots can fly a maximum of 8 hours every day. As per the norms, weekly rest of minimum 48 hours and daily rest of 12 hours is mandated for them. Sivaraman also claimed that the FDTL norms are not being followed properly. 'Pilots are under tremendous commercial pressure, resulting in less than mandated rest time, affecting safety. During this season, the weather is uncertain, making it more challenging to fly in the Char Dham region," he said. Need for new SOPs Both experts are of the view that the copter service industry needs more pilots. Most of the pilots that fly helicopters are former Indian Air Force pilots followed by other defence forces. Captain Chakravarthy, who also flies in the Char Dham region, said there is a need to realign the standard operating procedure and there is a need to expand training for helicopter pilots in India. 'Most of the pilots in commercial flying are former trained military and Air Force pilots. These pilots are trained in a different helicopter for a different war-like circumstance which is entirely different from normal passenger commercial operations," said Captain Chakravarthy. He also feels that familiarization of training should be well audited by the DGCA. On the other hand, Sivaraman said there's an urgent need to develop training infrastructure for helicopter pilots. Flying challenges in Uttarakhand Sivaraman said Uttarakhand sees mostly private chopper operations and the flying conditions are very difficult due to high altitude. Uttarakhand saw five major helicopter incidents in the state in a span of 40 days. 'There must be a DGCA office in Dehradun, and there should be senior pilots and senior engineers there to ensure SOPs are being followed. There are so many helicopters operating from various manufacturers, there's a need to oversee safety," said Sivaraman The Uttarakhand Civil Aviation Development Authority (UCADA) is the body responsible for the sector's development in the state. UCADA was established in 2013 to strengthen and develop the aviation sector and the existing helipads, construct new helipads. Queries mailed to UCADA remained unanswered till press time. Also read: Airlines should not be forced to shift to Navi Mumbai Int'l Airport: IATA Both the experts highlighted an urgent need of having more weather stations especially in the Char Dham region. 'There must be a weather station across Char Dham for 24 hours, that should continuously broadcast weather changes quickly. Unless clear weather conditions, no private Helicopter should be allowed to fly," added the former DGCA. Government Action Recently, the DGCA announced spot checks and comprehensive audits of helicopter operators in Uttarakhand. All flying activities are also being closely monitored by DGCA and UCADA. The Uttarakhand government recently announced that only twin-engine helicopters will be allowed to fly in the Char Dham region.
Indian Express
2 days ago
- General
- Indian Express
Chopper crash in Uttarakhand: What ails the private aviation sector in the hill state
Uttarakhand chopper crash: Seven people, including an infant, died after their helicopter flying from Kedarnath crashed near Gaurikund on June 15 amid bad weather. The pilot of the chopper was among those dead. Last month, five passengers and the pilot were killed after their helicopter plunged into a gorge while flying to Gangotri. On June 7, a helicopter carrying five passengers to Kedarnath had to land on a highway after a technical snag during take-off. Helicopters being flown by private operators in Uttarakhand, specially during the Chardham pilgrimage season, were under Directorate General of Civil Aviation (DGCA) scrutiny even before Sunday's crash. Experts say a combination of flawed policy, tricky terrain, and rapidly changing weather conditions make chopper rides in the hill state dangerous. After June 15, all Char Dham yatra operations by Aryan Aviation, the operator of the crashed Bell 407 helicopter, have been stopped, and two other helicopter pilots, working for a different operator, have been suspended for six months for flying in 'unsuitable weather conditions'. What rules govern the private operators While the DGCA regulates the airspace and aviation is a subject in the Union List, the Uttarakhand Civil Aviation Development Authority (UCADA), an authority instituted in 2013, coordinates with helicopter operators. Following the Sunday tragedy, questions have been raised about the absence of an Air Traffic Control system in the region The Kedarnath helipad is located in Rudraprayag at an altitude of 11,000 feet near the shrine. The helipad is used primarily for seasonal shuttle operations during the pilgrimage, between May and June and September and October every year. The helipad is maintained by UCADA. Apart from government-owned helipads, the operators also have their own. There are around 20 operators in the state, according to UCADA CEO Sonika, including charter services. 'Charter operators can have more than two helicopters while those providing shuttle services should have at least two,' she said. Under the terms and conditions an operator has to follow, the UCADA mandates the following: The fares are on par with pony rides and the royalty levied by the UCADA is Rs 5,000 per landing at government-owned helipads. This causes a race for the maximum number of sorties possible, to increase profits. Each pilot operating shuttles is permitted up to 50 landings in a day. Additionally, the operator has to provide 10 flying hours on a non-chargeable basis each Yatra season to meet exigencies as determined by the UCADA. Failure to do so attracts a penalty of Rs 2 lakh each time. The operators have to seek the UCADA's permission to take breaks in flying, even during the monsoon. Withdrawal of any helicopter on the grounds of reduced pilgrim traffic is allowed only after the operator has obtained written approval of the CEO or the additional CEO of UCADA. The terms and conditions also say that the UCADA shall not be liable for any consequences arising out of any accident. According to its tender documents, the upper fare is Rs 8,000 per passenger one way. Speaking to The Indian Express, veteran aviator Cdr KP Sanjeev Kumar said a flawed revenue model could be at the root of the problems ailing the shrine tourism sector. 'In a region already loaded with capricious weather that pushes man & machine to its limits, unreasonable contractual clauses, extortionate landing charges and royalties are imposed on helicopter operators in the Char Dham region by UCADA. This incentivises unsafe flying & maintenance practices,' he said. Explaining further, he added, 'The Char Dham flying window is already narrow, just about four months, and on top of that, authorities penalise operators for withdrawing services or grounding aircraft for maintenance. This creates pressure to fly even in adverse conditions and to maximise landings.' Despite recommendations by the Aircraft Accident Investigation Bureau, the Kedarnath helipad still lacks navigation aids and an Air Traffic Control (ATC) facility. The operators and pilots use VHF communication (very high frequency radio waves), which can be blocked by hills and mountains. The Kedarnath valley also lacks a meteorological facility with qualified personnel, when the unpredictable character of the weather and cloud formations makes it vital for pilots to have accurate information. On Kedarnath, the DGCA has a separate annexure on the regulations. 'There shall not be more than four helicopters at any given time flying within the Kedarnath valley. A maximum of six helicopters may be airborne, provided spacing is ensured in a manner so as to have only four in the Kedarnath valley. Stagger will be followed by operators to ensure only four helicopters (two inbound and two outbound) are operating within the Kedarnath valley at any one time.' On Sunday, three helicopters were en route to Guptkashi when one of them lost control. Also, only highly trained pilots are allowed to operate in the area. Along with the mandatory hill-flying experience, pilots operating in the Char Dham circuit should have knowledge of the terrain and minimum safe altitudes; seasonal meteorological conditions, communication and air traffic facilities; and search and rescue procedures. Most operators have direct booking through their websites. Many travel agencies provide a package that includes accommodation and transportation at an added cost. Helicopters can be booked for all four dhams, or for just Badrinath and Kedarnath. A pilgrim goes to Gaurikund by road, which is the base station and 16 km away from Kedarnath shrine. From here, a mule or a pony for the road ahead takes hours, while a helicopter takes 15 minutes. May 8, 2025: Six dead near Gangotri. April 2024: An Uttarakhand government official was killed after being hit by the moving tail rotor blade of a helicopter he was about to board in Kedarnath, two days before the portals of the shrine were to be opened for pilgrims. October 2022: All seven people, including the pilot, onboard an Aryan Aviation helicopter carrying Kedarnath pilgrims were killed as it crashed after colliding with a hill amid low visibility in Rudraprayag district. August 2019: Three people were killed when a helicopter engaged in rescue operations in cloudburst-hit areas of Uttarkashi district crashed at Moldi village in Arakot. The helicopter was owned by Heritage Aviation. June 2017: A helicopter engineer in Badrinath died while two pilots suffered injuries after the chopper met with an accident. The Agusta 119 helicopter, belonging to Kestrel Aviation, was on its way to Haridwar, carrying five pilgrims, along with the two pilots and one engineer. Aiswarya Raj is a correspondent with The Indian Express who covers South Haryana. An alumna of Asian College of Journalism and the University of Kerala, she started her career at The Indian Express as a sub-editor in the Delhi city team. In her current position, she reports from Gurgaon and covers the neighbouring districts. She likes to tell stories of people and hopes to find moorings in narrative journalism. ... Read More
Hindustan Times
3 days ago
- Hindustan Times
Why the Kedarnath Yatra has become accident prone
The Kedarnath Yatra is among the oldest and sacred pilgrimages in India. Its roots are traced to the time of Adi Shankaracharya, who is believed to have restored the shrine. For pilgrims, it used to be a spiritual journey marked by devotion and endurance rather than mere physical expedition, something I experienced during my tenure as the superintendent of police in Chamoli district in 1994. However, this pilgrimage has undergone a drastic transformation in the last 10 years. Following the devastating 2013 floods and extensive reconstruction efforts by the government, especially after Prime Minister Narendra Modi visited the shrine, the Yatra has seen an unprecedented surge in footfall. From a daily average of just 2,500 pilgrims in the early 1990s, the number now exceeds 30,000 per day. This brings forth logistical, ecological, and spiritual challenges. The massive influx of pilgrims has placed enormous pressure on Kedarnath's fragile Himalayan ecosystem and carrying capacity. Managing such vast numbers has become increasingly difficult, especially since the subject is deeply emotional and religious, making regulatory enforcement sensitive. In more recent times, the Yatra has morphed into a status symbol, driven by social media trends where the spiritual essence is often overshadowed by selfie culture and digital bragging rights. After the 2013 disaster, the trekking path had to be extended from 14 km to 19 km due to terrain shifts, making the journey more arduous. The shared pathway for horses and pedestrians has become overcrowded, unhygienic, unsafe, and even inhumane. It holds the potential to turn into a major tragedy someday. Helicopter services, once introduced as a relief and convenience utility, have now become another source of ecological and administrative strain. It causes heavy noise pollution, consumes fossil fuels, and generates vibrations that negatively impact the delicate mountain ecology. More importantly, the sudden changes in altitude and temperature, from the plains to an elevation of 12,000 feet, often result in medical emergencies due to poor acclimatisation. Accessing heli-tickets has become a nightmare, with long queues, black marketing and fake website scams. Though only about 2,000 pilgrims can be flown in a day, and that too only when the weather is clear, demand often exceeds 10,000 as a result of VIP requests and public demand. The weather in the region is highly unpredictable. Visibility can drop to zero within minutes, rendering safe landings impossible even if helicopters are hovering directly above the helipad. In such scenarios, pressure mounts on both the administration and pilots to overlook safety protocols. Strict enforcement of Standard Operating Procedures (SOPs) can significantly reduce the possibility of accidents, but it would also substantially reduce the number of flights, something that goes against commercial interests and public demand. On June 15, 2025, a Bell 407 helicopter en route from Kedarnath to Guptkashi crashed, claiming the lives of all seven onboard including a child and the pilot. Poor weather and low visibility appear to be the main cause. The pilot took off before the scheduled time despite adverse weather conditions, risking his life and those of the passengers. This is the fifth helicopter accident during the 2025 Char Dham Yatra season. The growing pressure on pilots from helicopter operators, VIPs, and pilgrims alike, combined with violations of SOPs, has made helicopter services dangerous. This calls for scrutiny and introspection. To ensure a safe and sustainable Yatra, a multi-pronged approach must be adopted. First and foremost is the construction of a large-capacity, high-quality ropeway system, similar to those found in the Swiss Alps. This would offer a safer and more eco-friendly alternative to both trekking and helicopter travel. Once operational, the use of horses must be completely phased out, with comprehensive rehabilitation plans provided for horse owners. The ropeway project, already announced, must be executed urgently. Weather-based flight restrictions should be mandatory, supported by real-time monitoring systems at all helipads. Pilots should receive specialised training in mountain flying, and their duty hours must be strictly regulated. Helipads should be technologically upgraded to ensure safe take-offs and landings, and only technically superior helicopters meeting the highest maintenance standards should be allowed to operate in the Kedarnath Valley. A centralised command centre for all helicopter operations should be set up, and public safety advisories backed by enforceable SOPs must be widely disseminated. Kedarnath is not merely a destination; it is a living embodiment of India's spiritual and cultural heritage. Overcrowding, exceeding the carrying capacity, and rampant commercialisation are threatening the very essence of this sacred site. Unsafe air travel, ecological degradation, and mounting logistical chaos demand immediate and honest introspection by all stakeholders, including the government, pilgrims, service providers, and the society at large. Ashok Kumar, a former Director General of Police, Uttarakhand, is Vice Chancellor of Sports University of Haryana. The views expressed are personal.
