Regulations & Safety
Air India Runway Excursion at Mumbai Airport During Heavy Monsoon Rain
Air India flight overshot Mumbai runway amid heavy monsoon rain causing minor damage. DGCA investigates safety and infrastructure factors.
On July 21, 2025, Air India flight AI2744, an Airbus A320neo (registration VT-TYA), overshot the runway during landing at Chhatrapati Shivaji Maharaj International Airport (CSMIA) amid torrential rainfall, resulting in a runway excursion that caused minor damage to the aircraft and primary runway infrastructure. All 164 passengers and crew disembarked safely without injuries, though the incident led to the grounding of the aircraft, activation of the secondary runway, and an ongoing investigation by India’s Directorate General of Civil Aviation (DGCA).
This event occurred against the backdrop of Mumbai receiving 115mm of rainfall within 12 hours, with the India Meteorological Department (IMD) issuing an orange alert for the region. The incident underscores the complex interplay between seasonal weather challenges, runway safety protocols, and aviation infrastructure resilience. It also arrives at a sensitive time for Air India, following other recent operational disruptions within the Airlines.
Flight AI2744 departed Kochi International Airport at 7:43 AM IST under standard operating conditions. As the aircraft began its descent into Mumbai around 9:27 AM IST, it encountered heavy rainfall that severely reduced visibility and runway friction. Upon touchdown on Runway 09/27, the aircraft experienced hydroplaning, causing the right main landing gear to veer off approximately 16 to 17 meters into unpaved terrain.
Despite three burst tires and damage to the right engine nacelle, the flight crew managed to regain control and taxi the aircraft to the gate without requiring an emergency evacuation. No injuries were reported among the passengers or crew, and the aircraft was immediately grounded pending further inspection.
Initial observations suggested the aircraft’s deceleration was compromised due to water accumulation on the runway. The auto-brake system was reportedly set to “MED” rather than “MAX,” a configuration now under review by the DGCA as part of its ongoing investigation into crew decision-making under adverse weather conditions.
Airport emergency services responded swiftly, arriving at the site within 90 seconds of the incident. CSMIA’s Airport Rescue and Fire Fighting (ARFF) units secured the area and began initial inspections. Minor surface damage was identified, including the destruction of four edge lights and damage to signage panels.
Runway 09/27 was temporarily closed for safety assessments and minor repairs. To maintain operational flow, air traffic control activated the secondary Runway 14/32. This quick switch helped minimize flight disruptions and avoid cascading delays across the network.
Both pilots were de-rostered as per standard procedure, and the DGCA commenced a formal inquiry, focusing on human performance, aircraft systems, and meteorological influences. The aircraft remained grounded while undergoing detailed inspections for structural and engine damage. The incident occurred during an intense monsoon period, with rainfall rates exceeding 100mm/hour. Mumbai’s primary runway has a known vulnerability to water accumulation due to its slope and drainage limitations. This can significantly reduce braking efficiency, especially during peak monsoon months.
Runway grooving and drainage systems at CSMIA are designed to handle moderate precipitation. However, on this occasion, the rainfall exceeded the system’s capacity. The IMD had issued an orange alert, indicating severe weather risks, yet the flight continued its scheduled landing.
Braking coefficient degradation on wet runways is a known risk. Aircraft systems like the Airbus A320neo’s auto-brake rely on real-time data, but the effectiveness is limited when water depth exceeds 3mm. Weather station data around the airport confirmed such conditions at the time of landing.
The Airbus A320neo involved in the incident had no recorded technical anomalies. However, performance margins are significantly affected by wet runway conditions. The typical landing distance required for this aircraft under dry conditions is approximately 1,380 meters, but that margin is reduced substantially when the runway is contaminated.
Investigators are reviewing whether the flight crew received updated runway condition reports during their final approach. Surface movement radar had detected increasing water accumulation, raising questions about the adequacy of communication between air traffic control and the cockpit.
Damage to the engine nacelle suggests an asymmetrical application of reverse thrust, potentially as a corrective measure during the excursion. Full data from the flight data recorder will be necessary to confirm this hypothesis.
“Runway excursions account for over 20% of aviation accidents globally, with 80% occurring during landing phases.”, IATA Safety Report
Runway excursions are among the most frequent types of aviation incidents. Globally, they comprise about 21% of all Accidents, with a significant portion occurring during landing. In India, the monsoon season exacerbates these risks, particularly at high-traffic airports like Mumbai.
CSMIA’s intersecting runway configuration poses additional challenges during recovery operations. Since 2010, over two-thirds of runway excursions at the airport have occurred between June and September, aligning with the monsoon season. Despite their frequency, most runway excursions result in no fatalities. This is largely due to improved aircraft design, better crew training, and rapid emergency response. However, the economic and operational impacts are often substantial.
In response to a 2024 runway collision in Japan, the DGCA implemented new guidelines aimed at enhancing safety during low-visibility and wet runway operations. These include real-time friction index broadcasting and mandatory stabilized approach checks.
Following the July 2025 incident, the DGCA is auditing Air India’s monsoon operating procedures. Key areas under review include landing weight restrictions, go-around protocols, and the use of braking configurations under adverse weather conditions.
The regulator’s focus extends to airport infrastructure as well. There is growing pressure to update older drainage systems and implement the ICAO’s Global Reporting Format (GRF) for runway condition assessments across Indian airports.
The excursion caused localized damage to a 23-square-meter section of Runway 09/27. Repairs involved resurfacing with polymer-modified asphalt and replacing damaged lighting and signage. While the direct repair costs are relatively low, the indirect costs due to runway downtime are significant.
Each hour of primary runway closure at CSMIA can cost up to $81,000 in operational delays. To mitigate disruption, the airport authority scheduled repairs during nighttime hours and activated contingency funds from its annual maintenance reserve.
These costs highlight the importance of preventive infrastructure upgrades. With climate change increasing the frequency of extreme weather events, airports must invest in more resilient systems to handle higher rainfall volumes.
The aircraft involved, valued at over $100 million, remains grounded. If engine ingestion damage is confirmed, repair costs could exceed $2 million. In the meantime, Air India has had to cancel or reschedule multiple flights, affecting thousands of passengers. This incident adds to operational pressures for the airline, which has faced a series of technical and weather-related disruptions in recent months. Analysts note that while safety was maintained, the reputational and financial toll is non-trivial.
The airline’s response, including timely communication and re-accommodation of affected passengers, will be critical in maintaining customer trust and regulatory compliance.
Mumbai’s drainage capacity, currently around 50mm/hour, was overwhelmed by the 115mm recorded in 12 hours on the day of the incident. IMD forecasts suggest that such extreme weather events will become more common in the coming years.
Comparative benchmarks show that airports like Singapore Changi have invested heavily in drainage and water management systems capable of handling higher rainfall volumes. Indian airports may need to follow suit to maintain operational resilience.
The Airports Authority of India has outlined a $120 million plan for monsoon preparedness, including runway grooving and friction-measuring equipment. Implementation timelines will be crucial in determining future safety outcomes.
Advanced safety systems like the Runway Overrun Prevention System (ROPS) and Runway Awareness and Advisory System (RAAS) can significantly reduce the risk of excursions. These systems provide real-time alerts and performance calculations during approach and landing.
Currently, adoption of such systems in Indian commercial fleets is limited. Regulatory frameworks do not mandate their use, although post-incident evaluations may prompt reconsideration.
Cost-benefit analyses suggest that while retrofitting aircraft with these systems is expensive, the potential savings in avoided accidents and hull losses are substantial. Incentive programs could help accelerate adoption. The Air India runway excursion at Mumbai underscores the multifaceted nature of aviation Safety, where weather, infrastructure, human factors, and technology all intersect. While the incident ended without injury, it exposed vulnerabilities that require urgent attention.
Looking ahead, a combination of infrastructure upgrades, regulatory reforms, and technology adoption will be essential. As climate variability increases, so too must the agility and preparedness of India’s aviation ecosystem. The DGCA’s final report, expected later this year, will be instrumental in shaping future policy and operational standards.
What caused the Air India plane to overshoot the runway? Were there any injuries in the incident? What is DGCA doing in response? Sources:
Air India Runway Excursion at Mumbai Airport: A Comprehensive Analysis of Safety, Infrastructure, and Operational Implications
Detailed Chronology of the Incident
Sequence of Events
Emergency Response and Operational Continuity
Technical Analysis of Contributing Factors
Meteorological Determinants
Aircraft Performance Limitations
Regulatory and Safety Framework
Runway Excursion Risk Landscape
DGCA’s Evolving Safety Protocols
Infrastructure and Economic Implications
Runway Damage and Repair Costs
Operational Impact on Air India
Broader Aviation Context
Monsoon Preparedness in Indian Aviation
Technology and Safety Systems
Conclusion and Forward Pathways
FAQ
The aircraft encountered heavy rainfall during landing, leading to hydroplaning and reduced braking efficiency, which caused it to veer off the runway.
No, all 164 passengers and crew members were safe, and the aircraft taxied to the gate without requiring evacuation.
The DGCA has launched an investigation, grounded the aircraft, and de-rostered the pilots. It is also reviewing Air India’s monsoon operating protocols.
The Hindu,
India Meteorological Department,
IATA,
DGCA India,
Mumbai International Airport (CSMIA)
Photo Credit: X – Montage
Regulations & Safety
Starsky Aviation Fokker 50 Runway Excursion at Mogadishu Airport
A Starsky Aviation Fokker 50 skidded off the runway during emergency landing at Mogadishu’s Aden Adde Airport; all 55 aboard safe with minor injuries.
This article summarizes reporting by ABC News / Associated Press and Omar Faruk.
On Tuesday, February 10, 2026, a passenger aircraft operated by Starsky Aviation suffered a significant runway excursion during an emergency landing at Aden Adde International Airport (MGQ) in Mogadishu, Somalia. According to reporting by the Associated Press, the aircraft skidded off the runway and came to a rest on the sandy shoreline of the Indian Ocean.
Despite the severity of the crash landing, which resulted in the detachment of the aircraft’s right wing, authorities have confirmed that there were no fatalities among the passengers and crew.
The flight, identified as a domestic service operated by a Fokker 50 turboprop, departed Mogadishu in the early afternoon. Conflicting reports from local sources suggest the flight was bound for either Guriel or Galkayo. Approximately 15 minutes after departure, the flight crew declared an emergency due to a suspected technical malfunction, specifically citing engine failure, and requested an immediate return to Aden Adde International Airport.
According to verified details released by the Somali Civil Aviation Authority (SCAA), the pilots attempted to land on Runway 05/23. However, upon touchdown, the aircraft failed to stop within the designated tarmac area.
SCAA Director General Ahmed Moalim Hassan provided a statement regarding the sequence of events:
“The pilot tried to land the aircraft back in Mogadishu, but after touchdown, he was unable to maintain control.”
, Ahmed Moalim Hassan, SCAA Director General (via AP/Local Media)
The aircraft subsequently breached the airport’s perimeter fence and slid onto the adjacent beach. Emergency services, including airport fire crews, responded immediately to evacuate the aircraft. While the Associated Press initially reported “up to 50” people on board, updated reports indicate a total manifest of 55 people, comprised of 50 passengers and 5 crew members. All were evacuated safely, with only minor injuries reported. The aircraft involved is a Fokker 50, a turboprop commonly used for regional flights in East Africa. The operator, Starsky Aviation (formerly known as Starsom Air), is a Mogadishu-based carrier founded in 2013. The airline utilizes a fleet primarily consisting of Fokker 50 and Embraer aircraft for domestic passenger and cargo logistics.
Images circulating from the scene depict the aircraft resting on the sand with substantial structural damage, including a severed right wing. Airport officials noted that preventing a post-impact fire was a primary concern given the fuel load and the crash site’s proximity to the water.
Aden Adde International Airport is geographically unique, with its primary runway running parallel to the Indian Ocean coastline. This layout leaves little margin for error during runway excursions. As noted in historical data regarding the airport, this is not an isolated event.
While the survival of all 55 occupants is a testament to the durability of the airframe and the quick response of rescue teams, this incident reinforces concerns regarding operations at Aden Adde International Airport. The recurrence of runway excursions ending on the beach suggests that environmental factors, such as coastal wind shear, combined with aging turboprop fleets, present persistent risks.
The Fokker 50 has long been a workhorse in Somali aviation, but the frequency of hull-loss incidents involving this type in the region may prompt increased regulatory scrutiny regarding maintenance standards and pilot training for emergency return scenarios.
Starsky Aviation Fokker 50 Veers Off Runway in Mogadishu; All 55 Aboard Safe
Incident Overview and Timeline
Aircraft and Airline Background
Context: A History of Shoreline Excursions
AirPro News Analysis
Sources
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
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