Regulations & Safety
Akasa Air Ground Collision Highlights Mumbai Airport Safety Gaps
Analysis of 2025 cargo truck incident exposing ground handling risks and $10B global aviation ground damage costs.
On July 14, 2025, a cargo truck operated by a third-party ground handler collided with a parked Akasa Air Boeing 737 MAX aircraft at Mumbai’s Chhatrapati Shivaji Maharaj International Airport. While no injuries were reported, the incident resulted in damage to the aircraft’s winglet and raised immediate concerns about ground safety practices at Indian airports. The plane had just completed flight QP-1736 from Bengaluru and was stationary during cargo offloading when the truck struck the wing.
This incident underscores a growing concern in aviation: ground handling safety. Globally, ground incidents are significantly more frequent than in-flight accidents and contribute to billions in annual damages. With the aviation industry poised for rapid expansion, particularly in emerging markets like India, the importance of robust ground safety protocols cannot be overstated. This article explores the incident, its broader implications, and the evolving regulatory and technological landscape aimed at mitigating such risks.
Akasa Air is a relatively new entrant in India’s aviation sector, having commenced commercial operations in August 2022. As of June 2025, the airline operates a fleet of 30 Boeing 737 MAX aircraft and holds a 4–5% share of the domestic market. Its business model emphasizes low-cost operations with a focus on expanding connectivity across Tier 2 and Tier 3 cities.
The airline has ambitious growth plans, including the acquisition of 200 additional aircraft comprising Boeing 737 MAX 10 and MAX 200 variants. Backed by significant investment, Akasa Air aims to become a major player in the Indian aviation landscape. However, rapid expansion often comes with operational and logistical challenges, including those related to ground handling and safety.
In this context, the July 2025 incident is particularly significant. It not only disrupted operations but also raised questions about the safety standards maintained by third-party service providers contracted by airlines like Akasa Air.
The collision occurred during the early morning hours of July 14, 2025. A cargo truck operated by Bird Worldwide Flight Services, a third-party ground handler, struck the wingtip of a parked Akasa Air Boeing 737 MAX at Mumbai Airport. The aircraft had just completed its flight from Bengaluru and was undergoing routine unloading of baggage and cargo.
Photographic evidence from the scene shows the aircraft’s wing embedded into the truck’s cargo hold area, indicating a significant misjudgment of distance by the vehicle operator. Although the aircraft was empty at the time, the damage to the winglet necessitated a detailed inspection and grounding of the aircraft.
Akasa Air issued a statement confirming the involvement of a third-party handler and initiated an internal investigation in collaboration with Bird Group. The Directorate General of Civil Aviation (DGCA) was also notified, and the incident is under regulatory review. Third-party ground handling is a common practice in the aviation industry, allowing airlines to outsource services such as baggage handling, cargo loading, aircraft towing, and refueling. While this model offers cost efficiencies, it also introduces complexities related to accountability and safety.
In India, approximately 80% of ground handling operations are outsourced. Companies like Bird Worldwide Flight Services operate at multiple airports, serving various airlines. However, oversight and standardization across these handlers remain inconsistent, leading to safety vulnerabilities.
The Akasa Air incident is not isolated. It follows closely on the heels of an Air India aircraft mishap in Ahmedabad in June 2025, which prompted the DGCA to conduct audits at major airports. These audits revealed multiple deficiencies, including the use of vehicles without speed governors, a critical safety lapse.
“Ground incidents are 800 times more likely than other aviation accidents, with motorized ground equipment responsible for 33% of all ground damage.”, IATA
Ground handling incidents are among the most frequent and costly in aviation. According to the International Air Transport Association (IATA), ground-related events are 800 times more likely than other types of aviation accidents. These incidents include collisions with aircraft, equipment failures, and human errors during loading and unloading.
Industry data shows that motorized Ground Support Equipment (GSE) such as cargo loaders and belt loaders are responsible for 40% of ground damage. Common causes include poor visibility, lack of training, and miscommunication among ground crew. In the case of the Akasa Air incident, wingtip misjudgment, a frequent error, was the likely cause.
These statistics highlight the need for more stringent safety protocols and better training for ground staff. With air traffic expected to increase in the coming years, the risks associated with inadequate ground handling will only intensify.
The financial impact of ground handling incidents is substantial. IATA estimates that the average cost per incident in general aviation is around $124,000. For composite aircraft like the Boeing 737 MAX, repairs can be significantly more expensive. A wingtip repair alone may cost up to $1.5 million, compared to $50,000 for older metal aircraft.
These costs are not limited to repairs. Aircraft downtime, flight cancellations, and reputational damage can further strain an airline’s finances. For Akasa Air, which reported a net liability in fiscal year 2024, such incidents pose a serious operational and financial challenge. If current trends continue, global ground damage costs could reach $10 billion annually by 2035, a figure that underscores the urgency for preventive measures and technological upgrades in ground operations.
Human error remains a leading cause of ground handling incidents. Factors such as fatigue, lack of situational awareness, and inadequate training contribute to a high rate of accidents. In surveys conducted by IATA, nearly half of ground handlers reported experiencing near-miss incidents within a three-year period.
In high-traffic airports like Mumbai, the pressure to maintain tight turnaround schedules exacerbates these risks. Limited space, poor lighting, and the absence of real-time guidance tools further increase the likelihood of accidents.
Technological solutions such as proximity sensors, automated braking systems, and augmented reality (AR) visors have shown promise in reducing human error. However, adoption remains limited, especially in cost-sensitive markets.
In March 2025, the European Union Aviation Safety Agency (EASA) introduced the first comprehensive ground handling safety regulations. These rules require ground handlers to obtain state certification and adhere to standardized safety protocols by 2028. The regulations aim to address accountability gaps and improve coordination between airlines, airports, and service providers.
Jesper Rasmussen, EASA’s Director of Flight Standards, emphasized that the new framework is intended to “support a safe and efficient interface between aircraft and aerodrome operations.” The move has been welcomed by industry stakeholders and is expected to serve as a model for other regions.
India’s DGCA has also taken steps to enhance ground safety, including mandatory training and equipment standards. However, enforcement continues to be a challenge, as evidenced by the recent audit findings at Mumbai and Delhi airports.
IATA has been at the forefront of promoting safety in ground operations. The organization’s Enhanced GSE initiative advocates for the use of anti-collision technologies, including proximity sensors and automated braking systems. Studies suggest that widespread adoption could reduce ground damage costs by up to 42%. Digital tools such as electronic load sheets and AR-based training modules have also shown promising results. In pilot programs at airports like Singapore Changi, AR visors helped reduce wingtip misjudgment incidents by 67%.
Despite these advancements, cost remains a barrier to implementation, particularly for smaller operators and service providers. Industry experts argue that regulatory incentives and public-private partnerships could accelerate adoption.
One of the main challenges in improving ground safety is the fragmented nature of the ground handling ecosystem. With multiple stakeholders involved, airlines, airports, third-party handlers, ensuring uniform standards is difficult.
Financial constraints also play a role. Many ground handling companies operate on thin margins, limiting their ability to invest in new technologies or comprehensive training programs. This is particularly true in emerging markets, where cost pressures are more acute.
To address these challenges, experts recommend contractual reforms that include liability clauses, performance-based incentives, and shared investment in safety infrastructure.
The Akasa Air ground collision incident serves as a wake-up call for the aviation industry. It highlights the vulnerabilities in current ground handling practices and the urgent need for systemic reforms. While no injuries occurred, the financial and operational impact was significant, and the event exposed broader issues related to training, oversight, and accountability.
Looking forward, the combination of regulatory reforms, technological innovation, and cross-industry collaboration offers a pathway to enhanced safety. As air traffic continues to grow, the stakes will only get higher. The lessons from this incident should not be ignored; they should catalyze meaningful change across the sector.
What caused the Akasa Air ground collision? Was anyone injured in the incident? What actions are being taken to prevent similar incidents? Sources:
Akasa Air Ground Collision Incident at Mumbai Airport: A Comprehensive Analysis of Ground Handling Safety
Background and Context of the Incident
Akasa Air’s Operations
The Incident Details
Third-Party Ground Handling in Aviation
Ground Handling Safety: Statistics and Systemic Risks
Global Ground Incident Statistics
Cost Implications
Common Causes and Human Error
Regulatory Framework and Industry Initiatives
Recent Regulatory Developments
IATA’s Role and Technology Solutions
Challenges in Implementation
Conclusion and Future Implications
FAQ
A cargo truck operated by a third-party ground handler collided with the wing of a parked Akasa Air aircraft during cargo offloading. Human error and lack of real-time guidance were likely factors.
No, the aircraft was empty at the time of the collision, and no injuries were reported.
Regulatory bodies like EASA and DGCA are implementing stricter safety protocols, and industry organizations like IATA are promoting the use of Enhanced Ground Support Equipment and digital tools to reduce human error.
Hindustan Times,
IATA,
EASA,
CNBC TV18,
Business Standard
Photo Credit: X
Regulations & Safety
NJASAP Supports H.R. 7148 Enhancing FAA Funding and Aviation Safety
NJASAP applauds H.R. 7148 for securing FAA funding, staffing increases, and infrastructure upgrades to strengthen U.S. aviation safety and stability.
This article is based on an official press release from the NetJets Association of Shared Aircraft Pilots (NJASAP).
The NetJets Association of Shared Aircraft Pilots (NJASAP), the independent labor union representing more than 3,700 pilots who fly for NetJets Aviation, Inc., has issued a formal statement applauding the enactment of the Consolidated Appropriations Act, 2026 (H.R. 7148). Signed into law by the President on February 3, 2026, the legislation secures full-year funding for the federal government, averting the operational risks associated with government shutdowns.
According to the union’s statement, the passage of H.R. 7148 represents a critical victory for the stability of the National Airspace System (NAS). NJASAP leadership highlighted that the bill not only ensures continuous operation of essential agencies but also directs significant resources toward modernizing avionics infrastructure and addressing long-standing staffing shortages at the Federal Aviation Administration (FAA).
A primary focus of the NJASAP’s praise centers on the specific financial allocations designed to bolster the FAA’s operational capacity. The union noted that the legislation provides $13.71 billion for FAA operations, a figure intended to stabilize the agency’s day-to-day functions.
In its release, NJASAP emphasized the importance of the bill’s provisions for workforce expansion. The legislation funds the hiring of approximately 2,500 new air traffic controllers. This surge in staffing is aimed at mitigating the persistent shortages that have strained the air traffic control system, contributed to delays, and reduced safety margins across the network.
Additionally, the bill allocates resources for 54 additional aviation safety inspectors. NJASAP views these hires as essential for maintaining rigorous oversight within the industry.
Beyond operational staffing, the union highlighted the bill’s investment in physical and technological infrastructure. The Consolidated Appropriations Act allocates $4 billion to the Airport Improvement Program (AIP). According to the press release, these funds are designated for replacing aging radar systems and telecommunications infrastructure, as well as upgrading navigation and surveillance systems.
The union also drew attention to a $100 million allocation for the FAA Office of Aerospace Medicine. This funding is targeted at modernizing technology systems to reduce the backlog in pilot medical certifications, a bureaucratic bottleneck that has historically kept qualified pilots grounded for extended periods. On the policy front, NJASAP celebrated the inclusion of language explicitly prohibiting the privatization of the U.S. air traffic control system. The union has long opposed privatization efforts, arguing that the NAS must remain a public asset accountable to safety standards rather than profit motives.
Capt. Pedro Leroux, President of NJASAP, commented on the significance of the legislation in the official release:
“Congress has taken a decisive step to protect the safety and continuity of the National Airspace System by passing a full-year appropriation that prioritizes modernization, staffing and FAA readiness. As professional aviators who rely on these systems every day, we commend lawmakers for recognizing that airspace safety and stability are not optional, but are fundamental to the U.S. aviation industry.”
While the funding measures in H.R. 7148 benefit the entire aviation sector, they hold specific relevance for NetJets pilots. Unlike commercial airline pilots who primarily operate between major hubs with robust support infrastructure, fractional pilots frequently fly into a vast network of smaller, regional airports. The $4 billion investment in the Airport Improvement Program is therefore critical for maintaining safety standards at the diverse range of airfields utilized by business aviation.
Furthermore, the stability provided by a full-year appropriations bill is vital for long-term planning. Stop-gap funding measures often freeze training pipelines; by securing funding through the fiscal year, the FAA can proceed with the training of the 2,500 new controllers without interruption, a key factor in reducing system-wide congestion.
NJASAP Commends Congress on H.R. 7148 Passage, Citing Safety and Stability Wins
Strengthening FAA Operations and Staffing
Addressing the Controller Shortage
Infrastructure and Policy Protections
Aeromedical Reform and Privatization
AirPro News Analysis
Sources
Photo Credit: The NetJets Association of Shared Aircraft Pilots
Regulations & Safety
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Garmin’s GHA 15 Height Advisor, a radar-based altitude device, gains FAA approval for over 500 certified aircraft models, enhancing general aviation safety.
This article is based on an official press release from Garmin.
Garmin has announced that its GHA 15 Height Advisor, a radar-based altitude monitoring device, has received Federal Aviation Administration (FAA) Supplemental Type Certificate (STC) approval. Previously available only for the experimental market, this certification allows the installation of the device in over 500 models of Class I and Class II certified aircraft.
The approval marks a significant shift in the accessibility of radar altimetry for general aviation pilots. According to the company, the GHA 15 is available immediately at a price of $2,695. This pricing strategy positions the device as a cost-effective alternative to traditional radar altimeters, which have historically been priced significantly higher and reserved for business jets or commercial airliners.
The GHA 15 is designed to provide pilots with precise Height Above Ground Level (AGL) readings during the critical final phases of flight. While standard barometric altimeters rely on air pressure and can be subject to calibration errors or terrain variations, the GHA 15 uses radio frequency technology to measure the actual distance between the aircraft and the ground.
Garmin states that the device is capable of providing AGL data from 500 feet down to the surface. The system integrates with the Garmin GI 275 electronic flight instrument to display altitude data and generate audible callouts directly to the pilot’s headset. These callouts, such as “50 feet,” “20 feet,” and “10 feet”, are user-configurable and intended to assist pilots in judging flare height and landing timing.
“The GHA 15 provides a cost-effective solution that helps reduce pilot workload and provides confidence during the approach and landing phases of flight.”
, Garmin Press Release
The unit is a compact, all-in-one module that mounts to the underside of the aircraft fuselage. Weighing less than one pound (approximately 0.45 kg), the device is roughly the size of a deck of cards, minimizing the structural impact of installation. According to the technical details released by Garmin, the GHA 15 offers the following accuracy levels:
The FAA STC covers a broad range of single-engine and twin-engine piston aircraft (Class I and Class II). This includes popular general aviation airframes such as the Cessna 172, Piper PA-28, Beechcraft Bonanza, and Mooney M20 series. To function, the GHA 15 must be interfaced with a Garmin GI 275 electronic flight instrument. For experimental aircraft, the device remains compatible with the G3X Touch flight display.
The certification of the GHA 15 represents a notable development in the “democratization” of avionics safety features. Historically, radar altimeters (such as the Garmin GRA 55) have cost upwards of $7,000, placing them out of reach for the average private pilot. By offering a certified “Height Advisor” for under $3,000, Garmin is effectively bridging the gap between recreational flying and professional-grade situational awareness. We believe this technology will be particularly valuable in three specific scenarios:
It is important to note the distinction Garmin makes by labeling this product a “Height Advisor” rather than a TSO-certified radar altimeter. While it provides similar functionality, it is intended for advisory purposes and does not replace the higher-end equipment required for complex instrument approaches like CAT II or CAT III landings.
Sources: Garmin
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Bringing Radar Altimetry to General Aviation
Technical Specifications and Accuracy
Installation and Compatibility
AirPro News Analysis: The Democratization of Safety Tech
Sources
Photo Credit: Garmin
Regulations & Safety
Congress Approves $102.9B FY 2026 Transport and Housing Bill
The FY 2026 THUD Appropriations Act allocates $102.9B focusing on FAA modernization and housing assistance, rescinding CA High-Speed Rail funds.
This article is based on an official press release from the Senate Appropriations Committee and legislative summaries of the FY 2026 THUD Appropriations Act.
Following a brief partial government shutdown that spanned from January 31 to February 3, 2026, Congress has approved and President Trump has signed the Fiscal Year 2026 Transportation, Housing and Urban Development, and Related Agencies (THUD) Appropriations Act. The legislation, which provides $102.9 billion in total discretionary funding, marks a significant pivot toward stabilizing core Commercial-Aircraft infrastructure while enacting targeted cuts to specific rail initiatives.
According to the official summary released by the Senate Appropriations Committee, the bill allocates $77.3 billion to the Department of Housing and Urban Development (HUD) and $25.1 billion in discretionary budget authority to the Department of Transportation (DOT). Lawmakers framed the legislation as a “back-to-basics” measure designed to address immediate Safety concerns in the national airspace and protect essential housing vouchers.
Senator Susan Collins (R-ME), Chair of the Senate Appropriations Committee, emphasized the dual focus of the bill in a statement following its passage:
“It is critical that we make significant investments to modernize our air traffic control systems… We must also ensure that a greater supply of safe, affordable housing is available to communities throughout the country.”
, Senator Susan Collins (R-ME)
The Department of Transportation’s portion of the budget heavily prioritizes the Federal Aviation Administration (FAA), which receives $22.2 billion. This funding level reflects a consensus among lawmakers that the national airspace system requires urgent modernization following recent operational strains.
A central component of the FAA funding is a $4 billion allocation specifically for “Facilities and Equipment.” This investment is aimed at upgrading aging air traffic control (ATC) systems that have been prone to outages. Furthermore, to address chronic staffing shortages that have plagued the industry, the bill funds the hiring and training of 2,500 new air traffic controllers.
The National Air Traffic Controllers Association (NATCA) reportedly endorsed the measure, describing the staffing surge as a “critical lifeline” for maintaining safety standards. Additionally, the bill provides $4 billion in Grants-in-Aid for Airports to support physical infrastructure improvements. In a move described by Republican leadership as an effort to protect taxpayers from waste, the bill permanently rescinds approximately $929 million in unobligated federal funds originally designated for the California High-Speed Rail Authority. This rescission aligns with the administration’s focus on “America First” infrastructure projects, such as the $350 million allocated for bridge repair and $200 million for commercial truck parking projects under the Federal Highway Administration.
The Department of Housing and Urban Development (HUD) received a $7 billion increase over FY 2025 levels, bringing its total to $77.3 billion. The primary goal of this funding is to maintain existing rental assistance programs and prevent a wave of evictions.
The legislation directs significant resources toward Section 8 rental assistance:
While these measures were welcomed by housing advocates, the bill maintains “flat funding” for other key programs. The Community Development Block Grants (CDBG) remain at $3.3 billion, and HOME Investment Partnerships are held at $1.25 billion. Industry groups, including the National Low Income Housing Coalition (NLIHC), have noted that without inflation adjustments, the purchasing power of these programs effectively decreases, potentially slowing the development of new affordable housing supply.
The passage of the FY 2026 THUD Appropriations Act signals a clear legislative priority: stabilization over expansion. By decoupling this bill from the contentious Department of Homeland Security debates that triggered the shutdown, Congress has acknowledged that the U.S. aviation system is too fragile to be used as a bargaining chip.
For the Airlines industry, the funding for 2,500 new controllers is a victory, but it is a long-term fix; training these controllers will take years. In the immediate term, the $4 billion for equipment modernization is the more critical figure, as it addresses the technical failures that have caused ground stops and delays. Conversely, the rescission of California High-Speed Rail funds suggests that federal support for large-scale, state-specific rail projects will face high scrutiny under the current administration, with preference given to freight efficiency (truck parking) and bridge safety.
When was the bill signed into law? Does the bill cut housing benefits? What is the impact on Amtrak? Sources: Senate Appropriations Committee, Congress.gov
Congress Passes $102.9 Billion “Back-to-Basics” Transport and Housing Bill, Ending Partial Shutdown
Aviation Safety and Infrastructure Overhaul
Modernizing Air Traffic Control
High-Speed Rail Funding Rescinded
Housing Stability and Community Development
Protecting Rental Assistance
AirPro News Analysis
Frequently Asked Questions
The bill was signed by President Trump on February 3, 2026, effectively ending the partial government shutdown.
The bill increases funding for rental assistance vouchers to keep up with costs but flat-funds development grants like CDBG and HOME, which advocates argue is an effective cut due to inflation.
Amtrak receives $2.4 billion in total, split between the National Network ($1.6 billion) and the Northeast Corridor ($850 million).
Photo Credit: Montage
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