Hyderabad : JetSetFleet Management Services IFSC Private, a leasing arm of JetSetGo Aviation, has put another feather in its cap by directly importing an aircraft, marking yet another unprecedented occasion in the history of Indian aviation. India is not easy to navigate and Indian aviation is almost impossible for those who are not sons of the soil.The Aircraft, a Hawker 800 XP imported from Dubai, landed at Mihan-SEZ on Wednesday Most have thrown in their towels or have been fired. Almost all the CEOs brought in from either Singapore (for Vistara) or from Malaysia (for AirAsia India) have proved less than adequate-if not disasters-for the carriers concerned. The Tata's have already sunk close to ₹7000-8000 crore and plenty of time in overall management and execution but have failed to get it right on most fronts-be it choice of CEO or the strategy. Both the airlines continue to be in the red. No matter which aspect one looks at, there are more failures and shortcomings in the way the Tata’s have managed thus far. To begin with, the Tatas have not managed to set a stellar example with their two existing airlines-Vistara and Air Asia. That, however-industry analysts and experts say-is a very big if. So amidst this chaos enters the possible maneater, the new Tata mish-mish of carriers that could ostensibly topple the IndiGo ship if it gets its act together. Who then has the better quality of life they counter.
#Jet set go aviation free#
Leave without pay has no meaning in today’s stressful scenario-as one can’t afford to be slack on even one day whereas the pilots actually don’t show up and are free for their own personal work on the days they are not flying. The management retaliates by saying that they too are subject to similar cuts but unlike the pilots, they have to work on all days. A recent bone of contention is the leave without paydays and the fact that management continues to enjoy “perks, shares and bonuses”. Instead, the rank and file in IndiGo are complaining everyday, saying that their cuts amount to 35-40% of what they were previously taking home and running a constant commentary over WhatsApp where they compare themselves with what the senior management earns. As one senior management official says, "The SG and G8 pilots are much better they are being paid peanuts but still working hard to revive their carriers”. In some ways, the airline’s initial position of trying to protect the salaries of its staff and handing them the mildest cuts has backfired as the crisis has persisted. The fact that others are in a shakier boat doesn’t change the fact that their problems remain daunting.Ī second smaller problem the airline is facing is that there is a quiet resentment and rebellion among its pilots and crew. Many other steps will have to be taken to bring the airline back to its pre-pandemic robustness. It raised a qualified institutional placement (QIP) to help it tide over but many of its management admits the QIP will not hold the key to all its troubles. IndiGo-even by its own admission-is at its weakest ever.
The bigger operation has resulted in the CASK rising inexorably. In accordance with its leader position, IndiGo’s losses are jaw droppingly high-the combined loss for the last six quarters is ₹10,000 crore it has more aircraft idle than everyone else it has spare first officers (currently the unhappiest segment in the airline) and is unable to spread its total costs more evenly as it does in normal times. Size can be a huge advantage in normal times but in abnormal or unfriendly times, it can be as much a liability.
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