DESIGN AND CREATIVE IDEAS FOR

NO-FRILLS (LOW COST) AIRPORTS

IN TIER-II AND TIER-III CITIES

RAJIV BABU CHINTALA

ABSTRACT
The project report deals with the topic, Design and Creative ideas for no-frills (low cost)
Airports in tier-II and tier-III cities. Indian government is planning to build small i.e.,
No-Frill Airports with rudimentary facilities, in order to bring down the cost of flying. Such
airports will be a world apart from the swanky ones at Delhi and Mumbai. As per a blueprint
being prepared by the Airports Authority of India (AAI), these airports, which will be
located in small towns, will lack conveyor belts, arrival lounges and even air-conditioning.
Luggage will have to be checked in manually. One air traffic control (ATC) tower will cater
to a number of such airports.
Therefore, this project deals with the analyzing and understanding of basic facility
requirements for the safe operations of the airports and thus give the maximum inputs with
the overall idea to the industry to further proceed with the planning stage of no- frill
airports. Also the project elucidates the primary requirements in the airports with cost
effective manner and also proposes for the revenue generation strategies which provide
profit for the airport authority.
In this Project it has been analyzed and observed all the necessary requirement for the
airport operations and thus gave a brief suggestion on the no frill airport facility
requirements with reference to passenger and staff satisfaction levels.
Here it has made a detail explanation of various facilities provided in the airport with
specific dimensions like Airport Terminal Facilities, ATC requirements, parking facilities,
revenue generation strategies, dimensional indications and other miscellaneous facility
requirements.

TABLE OF CONTENTS
CHAPTER

TITLE
List of tables
List of figures

PAGE NO.
i
ii

INTRODUCTION
1.1 Industry profile
1.2 Company profile
1.3 About the project
1.4 Objectives of the project
1.5 Scope of the project
1.6 Limitations of the project

II

RESEARCH METHODOLOGY
2.1 Methodology adopted
2.2 Sources of data collection
2.3 Statistical tools adopted

III

19
33

REVENUE STRATIGIES AND DIMENSIONAL

INDICATIONS
5.1 Description of terminal building
5.2 Revenue through PSF & UDF charges
5.3 Revenue through route navigation facility charges
5.4 Revenue through terminal navigation landing charges
5.5 Revenue through airline counters and backup offices
5.6 Revenue through parking and entry charges
5.7 Dimensions of terminal building

VI

16
18
18

DATA ANALYSIS AND INTERPRETATION

4.1 Data Analysis
4.2 Statistical calculations

13
13
15

REVIEW OF LITERATURE
3.1 Conceptual and theoretical view
3.2 Statement of the problem
3.3 Significance of the project

IV

1
5
9
11
12
12

35
41
43
44
45
45
46

CONCLUSION
6.1 Findings
6.2 Recommendations
6.3 Conclusion

BIBLIOGRAPHY
APPENDIX

48
49
50
51
52

LIST OF TABLES
Table no.

Title of the table

Page no.

4.1.a

Respondents details (gender)

19

4.1.b

Respondents details (age)

20

4.1.c

Respondents details (place)

21

4.1.d

Respondents details (occupation)

22

4.1.1

Requirement of snack bars

23

4.1.2

Need for Wi-Fi

23

4.1.3

Need for cell phone/laptop charging slots

24

4.1.4

Requirement of flight information display systems

24

4.1.5

Need of ATM machines

25

4.1.6

Requirement of air conditioning in check-in area

25

4.1.7

Requirement of air conditioning in security check-in area

26

4.1.8

Need for vehicle parking facilities in the airport

26

4.1.9

Need for car rental services in the no-frill airports

27

4.1.10

Need or the availability of medical/health assistance

27

4.1.11

Need for prayer/meditation room

28

4.1.12

Need conveyor belts for baggage handling

28

4.1.13

Need of televisions for entertainment purpose

29

4.1.14

Perception of manual luggage check

29

4.1.15

Frequency of travel through air

30

4.1.16

Perception of respondents while come to an airport

31

4.1.17

Respondents travel preference

32

4.2.1

Statistical calculations (T-Test using SPSS)

34

5.2.1

Revenue through PSF and UDF charges

41

5.2.2

PSF and UDF charges in other domestic airports in India

42

5.4.1

Revenue through terminal navigation domestic landing

44

charges
5.5.1

Revenue through airline counters and backup offices

45

5.6.1

Vehicle parking and entry charges

45

5.7.1

Dimensions of terminal building

46

LIST OF FIGURES
Chart no.

Title of the chart

Page no.

4.1.a

Respondents details (gender)

19

4.1.b

Respondents details (age)

20

4.1.c

Respondents details (place)

21

4.1.d

Respondents details (occupation)

22

4.1.1

Requirement of snack bars

23

4.1.2

Need for Wi-Fi

23

4.1.3

Need for cell phone/laptop charging slots

24

4.1.4

Requirement of flight information display systems

24

4.1.5

Need of ATM machines

25

4.1.6

Requirement of air conditioning in check-in area

25

4.1.7

Requirement of air conditioning in security check-in

26

area
4.1.8

Need for vehicle parking facilities in the airport

26

4.1.9

Need for car rental services in the no-frill airports

27

4.1.10

Need or the availability of medical/health assistance

27

4.1.11

Need for prayer/meditation room

28

4.1.12

Need conveyor belts for baggage handling

28

4.1.13

Need of televisions for entertainment purpose

29

4.1.14

Perception of manual luggage check

29

4.1.15

Frequency of travel through air

30

4.1.16

Perception of respondents while come to an airport

31

4.1.17

Respondents travel preference

32

Figure no.

Title of the figure

Page no.

Terminal building layout

37

Top view of the terminal building

38

Front view of the terminal building

40

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CHAPTER I
INTRODUCTION
1.1

INDUSTRY PROFILE

Aviation Industry in India

Introduction
The Indian civil aviation industry is on a high growth trajectory. India has a vision
of becoming the third largest aviation market by 2020 and is expected to be the largest by
2030.
The civil aviation industry in India has ushered in a new era of expansion driven by
factors such as Low-Cost Carriers (LCC), modern airports, Foreign Direct Investments
(FDI) in domestic airlines, cutting edge Information Technology (IT) interventions and a
growing emphasis on regional connectivity. In terms of market size, the Indian civil
aviation industry is amongst the top 10 in the world with a size of around US$ 16 billion.
The world is focused on Indian aviation from manufacturers, tourism boards,
airlines, and global businesses to individual travelers, shippers and businessmen, etc. If we
can find common purpose among all stakeholders in Indian aviation, a bright future is at
hand.

Market Size
Indias scheduled airlines carried 67.73 million passengers in 2014 compared with
61.42 million passengers in 2013, and 58.81 million in 2012, according to the DGCA. Air
traffic in India grew between 20 and 40 per cent for six years starting 2003, when low-fare
airline Air Deccan was launched, making it possible for more people to travel by air. The
domestic passengers carried by Air India were 12.42 million while the private carriers
54.95 million passengers. The market share of Air India remained at 18.4 per cent while for
the private airlines it was 81.6 per cent.
The airlines are projected to record a collective operating profit of Rs 8,100 crore
(US$ 1.29 billion) in fiscal year 2016, according to Crisil Ltd.

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Aircraft movements, passengers and freight at all Indian airports are expected to
grow at a rate of 4.2 per cent, 5.3 per cent and 5 per cent, respectively, for the next five
years, according to estimates by Airports Authority of India (AAI).

Investment
FDI inflows in air transport (including air freight) during April 2000 to January
2015 stood at US$ 562.65 million, as per data released by Department of Industrial Policy
and Promotion (DIPP).
Following are some of the major investments and developments in the Indian aviation
sector:

Google Inc. has launched flight searches in India. Now, you can search directly for
flights within Google or access google.co.in/flights to quickly find, compare and
book flights from your mobile device, tablet or desktop, said Google.

Air Costa plans to add eight aircrafts before 2016 to its existing fleet of four
aircrafts.

Boeing is planning to set up an aircraft manufacturing base in India. Once set up, it
would be part of the 'Make in India' programme, under which the government wants
companies to not only manufacture for India but export as well.

Vistara has signed inter-line agreements with Singapore Airlines and Silk Air. An
inter-line agreement refers to a pact to issue and accept tickets for flights that are
operated by the partner airlines.

Air Works India Engineering has focused on growing international business and
has formed a Joint Venture (JV) with Yaksa Investment to provide aviation
maintenance services to international airlines and domestic operators.

UTC Aerospace Systems has said that US Federal Aviation Administration (FAA)
has approved a product developed and produced by the firm in India. With the FAA
approval, UTC Aerospace Systems Bengaluru facility is among the first Indian
entities to indigenously produce and directly ship an aviation product to aircraft
manufacturers in the US.

Tata Group has launched its full-service Vistara airline on January 9, 2015. Vistara
started on Mumbai-Ahmedabad route and plans to expand to other cities later.
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Government Initiatives
Government agencies have projected that around 500 airports in all, both
brownfield and Greenfield, would be required by 2020. The private sector is sought to be
involved in a big way through different PPP models, with substantial involvement of state
support in terms of financing, concessional land allotment, tax holidays and other
incentives.
Some of the major initiatives taken by the government are as follows:

Gujarat may get a second international airport at Dholera. The Government of

Gujarat has formed Dholera International Airport Co Ltd and is obtaining approvals
from the union government.

The Directorate-General of Civil Aviation (DGCA) has given its approval to Air
Indias maintenance, repair and overhaul (MRO) unit.

The Government of India has decided to award airports in Kolkata, Chennai, Jaipur
and Ahmedabad on management contract. The Airports Authority of India (AAI)
has issued Request for Qualification document for these four airports.

The Government of India plans to form a committee comprising bankers, aviation

experts and technocrats to help turn around and look at privatizing the national
airline Air India.

The Ministry of Civil Aviation plans to list Airports Authority of India and Pawan
Hans Ltd on the stock exchanges.

The Government of India has approved the construction of five budget airports to
improve regional connectivity and work on them will start from FY15.

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Aircraft movement in India

Total aircraft movement recorded a CAGR of 8.4 per cent over FY06-13.

Passenger traffic in India

Total passenger traffic stood at a 154.5 million in FY14.

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1.2

COMPANY PROFILE

Introduction
Airports Authority of India was constituted by an Act of Parliament and came
into being on 1st April 1995 by merging erstwhile National Airports Authority and
International Airports Authority of India. The merger brought into existence a single
Organization entrusted with the responsibility of creating, upgrading, maintaining and
managing civil aviation infrastructure both on the ground and air space in the country.
AAI manages 125 airports, which include 18 International Airport, 07 Customs
Airports, 78 Domestic Airports and 26 Civil Enclaves at Defense airfields. AAI provides
air navigation services over 2.8 million square nautical miles of air space. During the year
2013-14, AAI handled aircraft movement of 1536.60 Thousand [International 335.95 &
Domestic 1200.65], Passengers handled 168.91 Million [International 46.62 & Domestic
122.29] and the cargo handled 2279.14 thousand MT [International 1443.04 & Domestic
836.10].

PassengerFacilities
The main functions of AAI inter-alia include construction, modification &
management of passenger terminals, development & management of cargo terminals,
development & maintenance of apron infrastructure including runways, parallel taxiways,
apron etc., Provision of Communication, Navigation and Surveillance which includes
provision of DVOR / DME, ILS, ATC radars, visual aids etc., provision of air traffic
services, provision of passenger facilities and related amenities at its terminals thereby
ensuring safe and secure operations of aircraft, passenger and cargo in the country.

Air Navigation Services

In tune with global approach to modernization of Air Navigation infrastructure
for seamless navigation across state and regional boundaries, AAI has been going ahead
with its plans for transition to satellite based Communication, Navigation, Surveillance and
Air Traffic Management. A number of co-operation agreements and memoranda of cooperation have been signed with US Federal Aviation Administration, US Trade &
Development Agency, European Union, Air Services Australia and the French Government
Co-operative Projects and Studies initiated to gain from their experience. Through these
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activities more and more executives of AAI are being exposed to the latest technology,
modern practices & procedures being adopted to improve the overall performance of
Airports and Air Navigation Services.
Induction of latest state-of-the-art equipment, both as replacement and old
equipments and also as new facilities to improve standards of safety of airports in the air
is a continuous process. Adoptions of new and improved procedure go hand in hand with
induction of new equipment. Some of the major initiatives in this direction are introduction
of Reduced Vertical Separation Minima (RVSM) in India air space to increase airspace
capacity and reduce congestion in the air; implementation of GPS and Geo Augmented
Navigation (GAGAN) jointly with ISRO which when put to operation would be one of the
four such systems in the world.

Security
The continuing security environment has brought into focus the need for
strengthening security of vital installations. There was thus an urgent need to revamp the
security at airports not only to thwart any misadventure but also to restore confidence of
traveling public in the security of air travel as a whole, which was shaken after 9/11 tragedy.
With this in view, a number of steps were taken including deployment of CISF for airport
security, CCTV surveillance system at sensitive airports, latest and state-of-the-art X-ray
baggage inspection systems, premier security & surveillance systems. Smart Cards for
access control to vital installations at airports are also being considered to supplement the
efforts of security personnel at sensitive airports.

Aerodrome Facilities
In Airports Authority of India, the basic approach to planning of airport facilities
has been adopted to create capacity ahead of demand in our efforts. Towards
implementation of this strategy, a number of projects for extension and strengthening of
runway, taxi track and aprons at different airports has been taken up. Extension of runway
to 7500 ft. has been taken up to support operation for Airbus-320/Boeing 737-800 category
of aircrafts at all airports.

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HRD Training
A large pool of trained and highly skilled manpower is one of the major assets of
Airports Authority of India. Development and Technological enhancements and
consequent refinement of operating standards and procedures, new standards of safety and
security and improvements in management techniques call for continuing training to update
the knowledge and skill of officers and staff. For this purpose AAI has a number of training
establishments, viz. NIAMAR in Delhi, CATC in Allahabad, Fire Training Centers at Delhi
& Kolkata for in-house training of its engineers, Air Traffic Controllers, Rescue & Fire
Fighting personnel etc. NIAMAR & CATC are members of ICAO TRAINER programme
under which they share Standard Training Packages (STP) from a central pool for imparting
training on various subjects. Both CATC & NIAMAR have also contributed a number of
STPs to the Central pool under ICAO TRAINER programme. Foreign students have also
been participating in the training programme being conducted by these institution.

IT Implementation
Information Technology holds the key to operational and managerial efficiency,
transparency and employee productivity. AAI initiated a programme to indoctrinate IT
culture among its employees and this is most powerful tool to enhance efficiency in the
organization.

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1.3

ABOUT THE PROJECT

No Frill Airport
A

no-frill airport is one for which the non-essential features have been

removed to keep the price low. The use of the term "frills" refers to a style of fabric
decoration. Something offered to customers for no additional charge may be
designated as a "frill". No-frills airport operate on the principle that by removing
luxurious additions, customers may be offered lower prices.
The government is planning to build small airports with rudimentary facilities, in
order to bring down the cost of flying. Such airports will be a world apart from the swanky
ones at Delhi and Mumbai. As per a blueprint being prepared by the Airports Authority of
India (AAI), these airports, which will be located in small towns, will lack conveyor belts,
arrival lounges and even air-conditioning. Luggage will have to be checked in manually.
One Air Traffic Control (ATC) tower will cater to a number of such airports.
Our plan is to keep the cost of building and operating these airports to a minimum.
This mean the security will be taken care by police personnel from the respective states and
harnessing solar energy to power the airports, and the plan being discussed includes remote
controlled ATCs.
We plan to have one ATC tower that will be able to guide planes for more than
one such airport. Not every airport would require full-fledged ATC since there won't be
so many flights. As part of a plan to improve regional connectivity, the government plans
to develop 50 low-cost airports in smaller cities across the country. The cost, with such
initiatives, is expected to be very low and are estimated to come up for as low as 50-80
crore for every airport. These airports will be built in the form of modules, which means a
block can be added once there is increase in demand.

Almost 70 per cent of the population residing in smaller towns in the country are
not using air travel. There is a large number of people who could afford to pay for air travel
if the facility is made available. Today, the cost of operation of the airports and airlines has

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increased drastically, and thus their viability is a major concern. Hence, the no-frills airports
are also urgently needed in the tier-2 and tier-3 towns and small remote areas to strengthen
connectivity and exploit the huge potential.
Due to lower infrastructure and operational costs, no-frills airports would help
incentivize lower ticket rates resulting in higher air passenger volume. So it needs to act
fast on the idea of no-frills airport connectivity to help boost tourism, increase economic
development and boost the fortunes of the low cost carriers. It has to be a collaborative
approach by the State and Central governments as well as airlines for the no-frills airports
to succeed.

Tier 2 and Tier 3 Cities

India continues to be an attractive offshore destination for global companies, given
its unique combination of low cost, scalable talent pool, and breadth and depth of available
skills. Tier2/3 cities add to the value proposition by providing additional cost savings of 8
to 12 percent (for IT services), due to lower facilities and other operational costs.
With higher concentration risk in tier1 cities, it is becoming increasingly important
for enterprises and service providers to access talent from tier2/3 cities.

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1.4

OBJECTIVE OF THE PROJECT

Primary objectives:

To design a model of no frill airport terminal building.

To understand the airport revenues in all touch points of the organization.

For LCC players, the low cost airports comes full of creative ideas that will allow
them to operate efficiently at low cost.

Secondary objectives:

To study the level of customer expectations in no frill airports.

To enable travelers to relax in a comfortable environment that is easy to use and to

meet customer affordability.

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1.5

SCOPE OF THE PROJECT

The project will help the Airports Authority of India and low cost carriers to tap the
current untapped air travel market.

This project will help to reduce the passenger service fee and user development fee.

This project will help to increase the regional air connectivity.

This will help to increase the airports and airlines revenue.

This project idea will help to save the land side area.

This project design gives flexible model and easy for modification & up-gradation.

This project will help to increase the revenue and employment opportunities in that
particular states.

1.6

LIMITATIONS OF THE PROJECT

The sample size is limited to 50 passengers.

Non responsiveness from respondents due to their time constraint and their biased
answers leads to inaccurate results.

Since the sample size is small and a simple random sample the facts revealed in this
project may not be exact to consider.

Time frame for the project is limited by two months.

Access to direct customers inside security areas was not allowed and hence
collecting data became tedious.

The researcher restrained to follow the rules of DGCA, BCAS and MoCA.

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CHAPTER II
RESEARCH METHODOLOGY
Research methodology deals with the step by step procedure adopted to carry out the study.
According to Green and Tull, A Research Design is the specification of methods and
procedures acquiring the information needed. It is the overall operations pattern or
framework of the project that stipulates which information is to be collected from which
sources by what procedures.

2.1 METHODOLOGY ADOPTED

Descriptive Research:
Descriptive research includes surveys and fact findings. The major purpose of the
research is description of the state of affairs as it exists at present. The researcher has no
control over the variables. For this project, descriptive research has been carried out.

2.2 SOURCES OF DATA COLLECTION

For research findings I proceeding with four methods. They are:

Project literatures

Industry experts opinions

Airports
Airlines

Passengers opinions
Questionnaire (survey on no-frills airport expectations)

On-site visits
Vijayawada airport
Rajahmundry airport
Chennai airport

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Industry Expert Opinions:

The civil aviation ministry is planning to setup no-frills airports in tier-II &
tier-III cities for this AAI has been a way forward to startup no-frill airport in donakonda
and nagarjuna sagar. So if the project is done effectively it could be taken as a reference for
both of this airports.
- Mr. M. Raja Kishore (APD-Vijayawada)

AAI has developed a model for these no-frills airports, which will provide
essential services needed to operationalize the airports, without in any way compromising
safety and security. This will result in low cost of operation and make it viable for the
airlines with smaller aircraft to run their services.
- Capt. Deepak Shastri (APD Chennai)

For no-frills airports the non-precision instrument runway is more than

enough and there is no need of using separate navigation setup in this airports. For this it
will take source from nearby airport.
-Mr. Varadharajulu (ATC Head-Vijayawada)

No-frills airports are better plan for the Indian airlines especially for LCCs.
It gives benefits for the airlines which has smaller aircraft with less than 80 seating capacity
because there are no landing charges and very less parking charges for this types of aircrafts
and also it could be a profit making strategy for the airlines.
-Mr. Venkat (supervisor in spice jet)

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2.3 STATISTICAL TOOLS ADOPTED

SAMPLING TOOL

: Questionnaire

SAMPLE SIZE

: 50

STATISTICAL TOOLS USED

: Percentage Analysis and T-Test

One Sample T-Test:

The name of the one-sample t-test tells us the general research design of studies in which
this statistic is selected to test hypotheses. We use the one-sample t-test when we collect
data on a single sample drawn from a defined population. In this design, we have one group
of subjects, collect data on these subjects and compare our sample statistic to the population
parameter. The population parameter tells us what to expect if our sample came from that
population. If our sample statistic is very different, then our statistical test allows us to
conclude that our sample came from a different population. Again, in the one-sample t-test,
we are comparing the mean calculated on a single set of scores (one sample) to a known
population mean.

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CHAPTER-III
REVIEW OF LITERATURE

3.1 CONCEPTUAL AND THEORETICAL REVIEW:

A model of low cost airlines and no-frills airports will drive down costs, lift
volumes and improve connectivity. The advent of low cost carriers (LCCs) has led to a
rapid growth in the aviation market in India. Today, LCCs have captured a majority share
of the market. Globally, LCC growth is often associated with a boom in tourism, growth in
air traffic and increased frequencies to smaller cities. And it has been led by new entrants
like Ryan Air, South West Airlines and Air Asia, which have also shown healthy bottom
lines, while the traditional airlines have floundered.

Low cost airports are characterized by the absence of grandiose buildings, less
space per person compared to international terminals, and significantly lower investment.
The Airports Authority of India (AAI), as part of its suggestions to the Ministry, has
included doing away with luggage scanning X-ray machines and conveyor belts for the low
cost airports.

The Kuala Lumpur International Airport (KLIA) Main Terminal Building (MTB)
was built for a 25million passenger capacity at a cost of $3.5 billion, the KLIA Low Cost
Carrier Terminal (LCCT) is a 10million passenger terminal costing only $30 million.
Unlike the MTB, the LCCT does not have any escalators, complex baggage handling
systems or aerobridges. Consequently, passenger fees at KLIA-LCCT are 86 per cent lower
than at the KLIA-Main Terminal building.

First, LCCs prefer low cost airports as these are relatively uncongested and free
from ground and air traffic control delays. Lack of congestion and faster turnarounds
enables LCCs to increase their productivity and lower their operational costs. Second, it
would increase air connectivity to tier-II and tier-III cities, making these cities directly
accessible without having to pass through major hubs like Delhi, Mumbai and Bangalore.
With significantly lower investments, both passenger and airline fees would be

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correspondingly lower. This can really spur the growth of international short haul traffic
from India.

Ryanair in Europe and Southwest in US thrive on such low cost airports/secondary

airports for their operations. There have also been cases where carriers have abandoned a
particular airport, in order to get better deals from airport operators that support their cost
structures. Ryanair has been at the forefront of such activities, abandoning or threatening
to abandon many airports such as Manchester, Graz, Girona-Costa Brava, Reus and others
in recent years, to protest against the high airport costs and other regulations. With the
development of more low cost airports and entry of new LCCs in India, the dynamics of
carrier operator relationship would change, eventually benefiting the consumer.

Finally, low cost airports serve the important function of acting as secondary
airports in cities where a major airport already exists. These airports are supposed to
complement the major airport in terms of capacity and also act as a hub for LCCs. London
is the perfect example of a city with successful secondary airports Stansted and Luton. In
India, the first secondary airport that is coming up is the Navi Mumbai airport and it has
the opportunity to be a low cost hub. However, news indicates that instead it will be a very
expensive proposition ($ 2.4 billion), defeating the very purpose it is intended to serve.

The need of the hour is to plan for the introduction of no-frills terminals or
secondary low cost airports where the primary airport is saturated. This will lower airport
charges for airlines, thus driving ticket prices down and incentivizing air passenger growth.
The concept of low cost airports/terminals is quite new in India, where the focus has always
been on building huge state of the art airports like we have in Delhi and Mumbai. For a
developing country like India, we need to supplement the key world class international
hubs like Delhi and Mumbai with a good network of low cost airports to provide direct
point to point connectivity throughout the country.

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3.2 STATEMENT OF THE PROBLEM

The construction of Greenfield airports depends on many factors such as
site clearance, clearance from regulatory authorities or Defence, other mandatory
clearances, land acquisition and finances. In the case of no-frills airports, the issues are
slightly different. The plan is to develop and operationalize nonoperational airports or
airstrips in remote areas and Tier-II or Tier-III cities on the no-frills model. Land
acquisition around such airports can be a major challenge considering the probability of
city development around the airports or airstrips resulting in obstructions for aircraft
operation. The scale of operation in these airports is expected to be low in the initial stages.
To support airlines to come out with low or reasonable fares, airport charges require to be
kept to a minimum. Development of no-frills airports means that the airport operator will
be less burdened with construction and operation costs and can achieve better growth faster.
Also over time, these airports can emerge as normal airports and become commercially
viable. As these airports are planned as small airports, the aircrafts required will be small
aircrafts, which are cheaper to own and operate.

3.3 SIGNIFICANCE OF THE PROJECT

At present, there are around 450 used or unused and abandoned airports and
airstrips across India. And several Tier-II or Tier-III cities are still unconnected or
underserved. To enhance and broaden air connectivity, the Government plans to build
nearly 200 low cost airports in the next 20 years. The next boom in the aviation sector is
expected from no-frills airports. The government ensure quick implementation of this idea,
which would help boost tourism, increase economic development as well as give a boost to
the fortunes of LCCs.

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CHAPTER IV
DATA ANALYSIS AND INTERPRETATION

4.1 DATA ANALYSIS

Questionnaire
Percentage Analysis

Table no 4.1.a Respondents Details (Gender):

S.no

Particulars

No. of Respondents

Percentage

1 Male

37

74

2 Female

13

26

Total

50

100

Chart no 4.1.a Respondent Details (Gender):

Gender

26%
74%

Male

Female

INFERENCE:
The sample consists of majority of male respondents.

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Table no 4.1.b Respondent Details (Age):

S.no

Particulars

No. of Respondents

Percentage

1 20 to 25

16

2 26 to 35

26

52

3 36 to 45

10

20

4 46 to 55

12

5 56 & above

50

100

Total

Chart no 4.1.b Respondent Details (Age):

Age
60
50
40
30

52

20
10

20

16

12
0

0
20 to 25

26 to 35

36 to 45

46 to 55

56 & above

INFERENCE:
The sample consists of mean age range of 36 to 45 and most of the respondents
are in the age group of 26-35.

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Table no 4.1.c Respondents Details (Place):

S.no

No. of
Respondents

Particulars

Percentage

1 Tier 1

10

20

2 Tier 2

17

34

3 Tier 3

23

46

50

100

Total

Chart no 4.1.c Respondents Details (Place):

Place

46%

Tier 3
34%

Tier 2
20%

Tier 1
0

10

20

30

40

INFERENCE:
The sample consists of most of respondents from Tier 3 cities.

21

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Table no 4.1.d Respondents Details (Occupation):

S.no

Particulars

No. of Respondents

1 Government Employee

Percentage

18

2 Business

18

36

3 Student

12

17

34

50

100

4 Private Employee
Total

Chart no 4.1.d Respondents Details (Occupation):

OCCUPATION
40
35
30
25
20
15
10
5
0

36

34

18

Government
Employee

12
Business

Student

INFERENCE:
The sample shows that most of the respondents work in business.

22

Private
Employee

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No-frill Airport Survey Items:

Table no 4.1.1

Chart no 4.1.1

Requirement of snack bars

Particulars

No. of

Percentage
100

Respondents
Yes

41

82

82%

80
60
18%

40

No

18

50

100

20
0

Total

Yes

No

INFERENCE:
Most of the respondents require snack bars in no-frill airports.

Table no 4.1.2

Chart no 4.1.2

Need for Wi-Fi

Particulars

No. of

Percentage

Respondents
Yes

29

58

No

21

42

Total

50

No
42%

100

INFERENCE:
More than half percentage of respondents need Wi-Fi in no-frill airports.

23

Yes
58%

Rajiv Babu Chintala

Table no 4.1.3

Chart no 4.1.3

Need for cell phone/laptop charging slots

Particulars

No. of

Percentage

Respondents

32%

No

Yes

34

68

No

16

32

Total

50

100

68%

Yes

50

100

INFERENCE:
Most of the survey respondents need cell phone/laptop charging slots in no-frill
airports.

Table no 4.1.4

Chart no 4.1.4

Requirement of flight information display systems

Particulars

No. of

Percentage
92%

Respondents
Yes

46

92

No

100

8%

0
Yes

Total

50

No

100

INFERENCE:
Almost all the respondents require flight information display systems in no-frill
airports.

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Table no 4.1.5

Chart no 4.1.5

Need of ATM machines

Particulars

No. of

Percentage

Yes

No

Respondents
Yes

No

47

94

6%

94%

Total

50

100

INFERENCE:
Most of the respondents not require ATM machines in no-frill airports.

Table no 4.1.6

Chart no 4.1.6

Do you require air conditioning in check-in area?

Particulars

No. of

Percentage
100

Respondents
Yes

18

80
60

No

41

82

20

Total

50

100

82%

40

18%

0
Yes

No

INFERENCE:
Many of the respondents not require air conditioning in check-in area of no-frill
airports.

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Table no 4.1.7

Chart no 4.1.7

Do you require air conditioning in security check area?

Particulars

No. of

Percentage

Respondents
Yes

28%

36

72
72%

No

14

28

Total

50

100

Yes

No

INFERENCE:
The survey shows that many of the respondents require air conditioning in security check
area of no-frill airports.

Table no 4.1.8

Chart no 4.1.8

Would you like to have parking facilities in the airport?

Particulars

No. of

Percentage

Respondents

62%

No

Yes

19

38

No

31

62

Total

50

100

38%

Yes

50

100

INFERENCE:
The survey shows that more than half the respondents not require parking facilities
in the no-frill airports.

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Table no 4.1.9

Chart no 4.1.9

Need for car rental services in the no-frill airports

Particulars

No. of

Percentage

Yes

No

Respondents
Yes

35

70

No

15

30

30%

70%

Total

50

100

INFERENCE:
Most of the respondents need car rental services in the no-frill airports.

Table no 4.1.10

Chart no 4.1.10

Need for the availability of medical/health assistance

Particulars

No. of

Percentage

Respondents
Yes

43

86
86%

No

14
14%

Total

50

100

YES

NO

INFERENCE:
The survey shows that the respondents need medical/health assistance in no-frill
airports.

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Rajiv Babu Chintala

Table no 4.1.11

Chart no 4.1.11

Do you think, there is a need for prayer/meditation

Room in the no-frill terminal building?
Particulars

No. of

2%

Percentage

Respondents
Yes

No

49

98

Total

50

100

98%
Yes

No

INFERENCE:
Almost all the respondents not require meditation/prayer room in the no-frill
airports.

Table no 4.1.12

Chart no 4.1.12

Do you need conveyor belts for baggage handling

in the terminal building?
Particulars

No. of

Percentage

Respondents
Yes

17

34

No

33

66
YES

Total

50

66%

NO

34%

100

INFERENCE:
Most of the respondents not require conveyor belts for baggage handling in nofrill terminal building.
28

Rajiv Babu Chintala

Table no 4.1.13

Chart no 4.1.13

Do you require televisions for entertainment

purpose in the waiting hall?
Particulars

No. of

Percentage

Respondents
Yes

60

56%
44%

50

28

56

40
30

No

22

44

20
10

Total

50

100

0
Yes

No

INFERENCE:
This shows that half of the respondents require televisions and almost half of
the respondents not require televisions for entertainment purpose in the waiting hall.

Table no 4.1.14

Chart no 4.1.14

Do you like to have your luggage check manually?

Particulars

No. of

Percentage

Yes
8%

Respondents
Yes

No

46

92

Total

50

100

No
92%

INFERENCE:
This survey shows that almost all the respondents are not interested to check
their luggage manually.

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Table no 4.1.15
How often do you travel through air?
S.no

Particulars

No. of Respondents

Percentage

1 Weekly

2 Monthly

29

58

3 Six months

17

34

50

100

4 Yearly
Total

Chart no 4.1.15
How often do you travel through air?
58%
60
50
34%
40
30
20
6%

2%

10
0

Weekly

Monthly

Six months

Yearly

INFERENCE:
The survey shows that most of the respondents travel monthly once through air.

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Rajiv Babu Chintala

Table no 4.1.16
What makes you feel good when you come to an airport?
S.no

Particulars

No. of Respondents

1 Airport Ambience
2 Infrastructure
3 Aircrafts
4 Customer Service
Total

Percentage

17

34

18

20

40

50

100

Chart no 4.1.16
What makes you feel good when you come to an airport?
40%
40

34%

35
30
25
18%
20
15

8%

10
5
0
Airport Ambience

Infrastructure

Aircrafts

Customer Service

INFERENCE:
The survey shows that many of the respondents feel good with customer service
and infrastructure while comes to an airport.

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Table no 4.1.17
Which airlines you prefer the most for your travel?
S.no

Particulars

No. of Respondents

Percentage

1 Leisure

12

2 Business

14

3 Legacy

33

66

50

100

4 LCC
Total

Chart no 4.1.17
Which airlines you prefer the most for your travel?

70
60
50
40

66%

30
20
10

12%

14%

Leisure

Business

8%

Legacy

LCC

INFERENCE:
The survey shows the respondents prefer mostly low cost carriers for their air
travel.

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4.2 STATISTICAL CALCULATIONS

T-TEST
H0: Null Hypothesis
There is no significant difference among men and women in their preference
towards

various services available at no-frill airports.

H1: Alternative Hypothesis

There is a significant difference among men and women in their preference towards
various services available at no-frill airports.

Table no. 4.2.1

One-Sample Statistics
N

Mean

Std. Deviation

Std. Error Mean

Gender

50

1.2600

.44309

.06266

Age

50

2.2800

.88156

.12467

Place

50

2.2600

.77749

.10995

Occupation

50

2.6200

1.14089

.16135

Requirement of Snack bars

50

1.1800

.38809

.05488

Need for Wi-Fi

50

1.4200

.49857

.07051

Cell phone charging slots

50

1.3200

.47121

.06664

50

1.0800

.27405

.03876

ATM machines

50

1.9200

.27405

.03876

AC in check-in area

50

1.8200

.38809

.05488

AC in security check-in area

50

1.2800

.45356

.06414

Vehicle parking facilities

50

1.6800

.47121

.06664

Car rental services

50

1.3000

.46291

.06547

Medical assistance

50

1.1400

.35051

.04957

Prayer Room

50

1.9800

.14142

.02000

Conveyor belts

50

1.6400

.48487

.06857

Television

50

1.4200

.49857

.07051

Manual Luggage check

50

1.9000

.30305

.04286

Frequency travel through air

50

2.4400

.64397

.09107

50

2.9000

1.03510

.14639

50

3.2800

1.10730

.15660

Flight information display

systems (FIDS)

Respondents perception
while comes to an airport
Air travel preference

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Rajiv Babu Chintala

One-Sample Test
Test Value = 0
t

df

Sig. (2-tailed)

Mean Difference

95% Confidence
Interval of the
Difference
Lower

Upper

Gender

20.108

49

.000

1.26000

1.1341

1.3859

Age

18.288

49

.000

2.28000

2.0295

2.5305

Place

20.554

49

.000

2.26000

2.0390

2.4810

Occupation

16.238

49

.000

2.62000

2.2958

2.9442

Snack bars

21.500

49

.000

1.18000

1.0697

1.2903

Need for Wi-Fi

20.139

49

.000

1.42000

1.2783

1.5617

Cell phone charging slots

19.808

49

.000

1.32000

1.1861

1.4539

27.867

49

.000

1.08000

1.0021

1.1579

ATM machines

49.540

49

.000

1.92000

1.8421

1.9979

AC in check-in area

33.161

49

.000

1.82000

1.7097

1.9303

AC in security check-in area

19.956

49

.000

1.28000

1.1511

1.4089

Vehicle parking facilities

25.210

49

.000

1.68000

1.5461

1.8139

Car rental services

19.858

49

.000

1.30000

1.1684

1.4316

Medical assistance

22.998

49

.000

1.14000

1.0404

1.2396

Prayer Room

99.000

49

.000

1.98000

1.9398

2.0202

Conveyor belts

23.917

49

.000

1.64000

1.5022

1.7778

Television

20.139

49

.000

1.42000

1.2783

1.5617

Manual Luggage check

44.333

49

.000

1.90000

1.8139

1.9861

Frequency travel through air

26.792

49

.000

2.44000

2.2570

2.6230

19.811

49

.000

2.90000

2.6058

3.1942

20.946

49

.000

3.28000

2.9653

3.5947

Flight information display

systems

Respondents perception
while comes to an airport
Air travel preference

The test results indicate that there is a significant difference among men and
women, age, place and occupation in their preference towards various services
available at no-frill airports.
Hence the null hypothesis is rejected and alternate hypothesis is accepted.

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Rajiv Babu Chintala

CHAPTER-V
REVENUE STRATIGIES AND DIMENSIONAL
INDICATIONS
5.1 DESCRIPTION OF TERMINAL BUILDING:
Departure & Arrival common waiting hall:
As soon as we enter into the airport there is a departure /arrival waiting hall
common for both departure and arrival passengers and their families accommodating
almost 50 passengers at peak hours. There wont be any rest rooms are provided instead
water facility is given.

Ticket counters:
Ticket counters are provided just outside the entrance of the terminal building each
5ft x 5ft dimension. This is available for the passenger to buy their air tickets directly from
the airport.

Airlines backup offices:

Three airline backup offices are provided inside the terminal building each with
8ft x 8ft dimension. These offices can be used by the airline operators for their back office
operations.

V.I.P Room:
There is a small V.I.P room provided in the terminal building. It has given modern
interior look with good furniture facilities and also with air conditioning. It can also be used
for airport meetings as there would not be much flow of V.I.Ps from the airport.

Check-in area:
Three check-in counters space is provided for the airlines for passenger check-in
services each 6ft x 8ft. the passenger baggage is screened, weighed and sent directly for
loading into the aircraft.

35

Rajiv Babu Chintala

Security check-in:
After the passengers get their boarding passes, they immediately move to the security
check-in area where the passengers hand baggage is checked manually and sent to the
waiting hall to take their flights. It can accommodate almost of 100 passengers at a time.
Here there is a provision of backend transparent wall which gives the outer look of airport
airfield. Also the passengers have rest room facilities and there is a provision for movable
air conditioning systems.

Baggage handling:
Arrival baggage handling is a manual system where there are sequential alignment
given to keep the passenger baggage .whenever the aircraft lands the unloading baggage is
aligned in the allotted spaces and passengers manually find their baggage and move out
through the respective gate.

ATC & Navigation office:

ATC office is set on the top of the terminal which is almost 30ft x 30ft. It is used
for the equipment storage and operation purpose. As the airport is small it includes only
basic avionics i.e. basic navigation & communication equipments. Furthermore, the
guidance is provided by the nearby airports if necessary.

ATC tower/ center:

ATC tower which communicates with outbound and inbound aircrafts is again
located on top of the ATC & Navigation office. This tower controls the air traffic from the
terminal building.

Snack bars:
Extra space is provided in the departure waiting halls and also in the security check-in area
for the snack bar or beverages shops. It also provides space for further sections.
Note: space is provided for advertisements and snack bars.

36

Rajiv Babu Chintala

Figure 1: TERMINAL BUILDING LAYOUT

37

Rajiv Babu Chintala

Figure 2: TOP VIEW OF TERMINAL BUILDING

38

Rajiv Babu Chintala

AIRLINE BACKUP OFFICES &

BAGGAGE SCANNING & CHECK- IN

V.I.P ROOM

COUNTERS

BAGGAGE ARRIVAL

SECURITY CHECK-IN AREA

39

Rajiv Babu Chintala

Figure 3: FRONT VIEW OF TERMINAL BUILDING

40

Rajiv Babu Chintala

5.2 REVENUE THROUGH PSF AND UDF CHARGES:

Assumptions:
No. of flights per day: 3
No. of days calculated: 365 days (1 year)

Table 5.2.1: REVENUE THROUGH PSF & UDF CHARGES

S.NO PSF + UDF
50 PASSENGERS
CHARGES(RS) (RS)

60 PASSENGERS
(RS)

70 PASSENGERS
(RS)

50

2737500

3285000

3832500

60

3285000

3942000

4599000

70

3832500

4599000

5365500

80

4380000

5256000

6132000

90

4927500

5913000

6898500

100

5475000

6570000

7665000

60 PASSENGERS

70 PASSENGERS

CHARGES(RS) (RS)

(RS)

(RS)

50

1825000

2190000

2555000

60

2190000

2628000

3066000

70

2555000

3066000

3577000

80

2920000

3504000

4088000

90

3285000

3942000

4599000

100

3650000

4380000

5110000

Assumptions:
No. of flights per day: 2
No. of days calculated: 365 days (1 year)
S.NO PSF + UDF

50 PASSENGERS

41

Rajiv Babu Chintala

Table no.5.2.2:
PSF & UDF CHARGES IN OTHER DOMESTIC AIRPORTS:
AIRPORT

PASSENGER
SERVICE FEEE
PER PASSENGER

Kolkata

USER
DEVELOPMENT
FEE PER
PASSENGER

TOTAL

Rs 130/-

Rs 449/-

Rs 579/-

Rs 130/-

Rs 166/-

Rs 296/-

Rs 130/-

Rs 332/-

Rs 462/-

Rs 130/-

Rs 392/-

Rs 522/-

Rs 207/-

Nil

Rs 207/-

Rs 207/-

Nil

Rs 207/-

Airport
Chennai
Airport
Guwahati
Airport
Lucknow
Airport
Trivandrum
Airport
Vijayawada
and other
non-major
Airports

DELHI AIRPORT:
SHORT HAUL (UP TO

LONG HAUL (MORE

500KM)

THAN 500KM)

DEPARTING

Rs 246/-

Rs 490/-

ARRIVING

Rs 208/-

Rs 415/-

TOTAL

Rs 654/-

Rs 905/-

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Rajiv Babu Chintala

5.3

REVENUE

THROUGH

ROUTE

NAVIGATION

FACILITY CHARGES (RNFC):

a) RNFC for Landing Flights: RNFC = Rs. (R x D x W)
R = Rs.4620/D = (GCD/100) with GCD cap as 1200 NM
W = (AUW/50000) with AUW cap as 2, 00,000 Kilograms
b) RNFC for Overflying = Rs. (R x D x W) + Rs. 4,400/c) RNFC for Small Aircrafts registered in India:
Route Navigation Facility Charges in respect of aircrafts with maximum All-UpWeight:i

Up to 10,000 Kgs Shall be levied @ 20% of the applicable rates of weightcum

distance formula

ii

More than 10,000 Kgs to 20,000 Kgs shall be levied @ 40% of the applicable rates of
weight-cum-distance formula.

Abbreviations used:
R=Service Unit Rate
D=Distance Factor
W=Weight Factor
GCD= Great Circle Distance in NM
AUW = All Up Weight of aircraft in Kilograms.

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5.4 REVENUE THROUGH TERMINAL NAVIGATIONAL

LANDING CHARGES (TNLC):
Table no. 5.4.1
Domestic Flights:
Weight of Aircraft

(Amount in Rs.)

Up to 10,000 kgs

Rs.9.90 per 1,000 kgs

10,001 kgs to 20,000 kgs

Rs. 99/- Plus Rs. 15.40/- per 1,000 kgs in excess of 10,000 kgs

Over 20,000 kgs

Rs. 253/- Plus Rs. 30.80 per 1,000 kgs in excess of 20,000 kgs

Note:

Charges shall be calculated on the basis of nearest MT (i.e. 1000 kgs.)

For Small Domestic Aircrafts (MTOW up to 21000 Kgs.) TNLC shall be @ Rs 110/per 1000 Kgs. (Since TNLC rate for Small Domestic aircraft is a concessional rate,
there is no further concession/reduction for Small Domestic Aircrafts).

SPECIAL PROVISIONS (AIR NAVIGATION SERVICES):

1) Airside User Charges applicable to Category-I Flying Clubs/Flying Schools Flying
Clubs/Flying Training Organizations registered as educational societies and operating on no
profit no loss basis (Category-I flying clubs/flying training institutes as per DGCA list) will be
levied nominal charges @ 10% of Normal rates. Normal Rates in context of airport charges
means Charges at full rates without any discount or concessions. Hence, Flying clubs/flying
training institutes coming under Category-I shall be charged @ 10% current full charges for
RNFC & TNLC.
2) RNFC rates applicable to small aircrafts registered in India with All-Up-Weight up to 20,000
Kgs & below are concessional/discounted rates. Hence, these rates shall not be considered while
working out 10% nominal charges applicable to Category-I Flying Clubs/Flying Training
Institutes.
3) Airside User Charges applicable to Category-II Flying Clubs/Flying Schools There is
no specific concession for Category-II Flying Clubs/Flying Schools. However, concession

44

Rajiv Babu Chintala

available to small aircrafts registered in India shall also be applicable to Category-II Flying
Clubs/Flying Schools.

5.5

REVENUE

THROUGH

AIRLINE

COUNTERS

AND

BACKUP OFFICES:
Table no. 5.5.1:
S.NO PARTICULARS

AIRLINES PER MONTH

PER YEAR

Ticket counters

Rs 6000/-

Rs 72000/-

Airline Backup office

Rs 9000/-

Rs 108000/-

PARTICULARS AIRCRAFTS COST PER COUNTER TOTAL

PER DAY
Check-in counters 3

PER AIRCRAFT

PER YEAR

Rs 300/-

Rs 328500/-

COST

5.6 REVENUE THROUGH PARKING & ENTRY CHARGES:

Entry Fee:
Bike

: Rs 10/-

Car

: Rs 25/-

Bus

: Rs 50/-

Table no. 5.6.1: Vehicle Parking Charges

HOURS

TWO WHEELER

FOUR WHEELER

0-2 Hours

Rs 15/-

Rs 35/-

2-5 Hours

Rs 30/-

Rs 75/-

5-10 Hours

Rs 50/-

Rs 100/-

10-15 Hours

Rs 60/-

Rs 150/-

15-24 Hours

Rs 75/-

Rs 200/-

Note: Entry fee is exempted for the parking vehicles.

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Rajiv Babu Chintala

5.7 DIMENSIONS OF TERMINAL BUILDING

Table no. 5.7.1
DEPARTURE
Ticket counters

5ft x 5ft (each)

Airlines backup offices

8ft x 8ft (each)

V.I.P Room

10ft x 8ft

Entrance door

7ft height x 5ft length

Grill gate

4ft x 4ft

Baggage scanning area

8ft x 4ft

Check-in counters

6ft x 8ft (each)

Total area for check-in counters

20ft x 8ft

Total check-in area

30ft x 60ft

Security check entry & out door

7ft height x 5ft length

Security check cabin for ladies

4ft x 5ft

Rest rooms (security check area)

10ft x16ft (each)

Total security check area

60ft x 50ft

Departure & Arrival common

60ft x 30ft

waiting hall

Total Departure Area: 90ft x 80ft

ARRIVAL
ATC & Navigation offices

30ft x 20ft

ATC tower/ communication center

20ft x 20ft

Arrival entry & exit doors

7ft height x 5ft length

Baggage arrival area(total)

30ft x 40ft

Snack bar/Restaurant

20ft x 20ft

Total Arrival Area: 30ft x 80ft

TOTAL TERMINAL BUILDING: 120ft x 80ft

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Rajiv Babu Chintala

HEIGHT:

Height of the terminal building 12ft

ATC & Navigation offices - 10ft

ATC communication center - 8ft

47

Rajiv Babu Chintala

CHAPTER-VI
6.1 FINDINGS
Revenue for the Airport (i.e. PSF & UDF) has been studied and thus projected in
five different variations where the Airport Authority can fix their charges.

As land is very basic requirement for construction of Airports and is easily not
available, there has been given the priority for reducing land space within limited
constraints.

As the project deals with the creative ideas, it makes to go for simple construction
systems and made to think for flexible building that means to dismantle and expand
at any stage for its future development.

From the observations and professional inputs I found that it is better to give a
common waiting hall for both Departure and Arrival passengers.

With the survey study conducted most of the passengers are against to the manual
baggage checking and thus there is a need for installation of baggage screening
machines in the airport terminal.

While parking is the most important need for any airport and it should come under
the given land constraints. For this purpose a number of slots with 45 degree
inclination are given where the car parking system becomes easier and rather less
space is used for this purpose.

No-Frills Airports development is planned within the budget constraints given by

the government.

Passenger survey showed that most of them choose to travel through Low cost
carriers and the no-frills airport are one such thing which encourages the
involvement of LCCs.

Airline operators gave a positive nod for the development of No-Frills Airports.
The current project is a profit making plan and with development of no-frill airports
there would be a gradual development in Tier-2 and Tier-3 cities like; increase in
industrialization, passenger movements, employment opportunities, etc.

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6.2 RECOMMENDATIONS

X-ray Scanning machines are necessary for baggage checking process.

As Air Conditioners are eliminated for no-frills airports. It is recommended that

movable Air-conditioners are used as per the passengers request.

As the Aircraft parking charges are very less or say it is negligible. Therefore
charging the airlines with Aircraft parking charges can be ruled out as it does not
make any revenue.

As the terminal building is very small within the given land constraints it is
recommended that the ATC tower could be installed on top of the terminal building
instead going for choosing different location.

Terrace garden is recommended for a warm appearance for the passengers and it
gives a very good aesthetic look for the airport.

Usage of Solar energy for generation of electricity to the whole terminal which
reduces the cost of electricity to the airport authority.

VIP room is given in the airport terminal as it is mandatory for welcoming any
delegates in/to the airport. Also sometimes this room can also be used for official
meetings.

As the ATC is provided with very small avionic equipments for communication
and navigation purposes it is recommended that further guidance for the aircrafts
landing/takeoff can be taken from the nearby airport radar systems if needed.

Allocation for Advertising boards inside/outside of the terminal building which

brings out additional revenue to the airport authority.

Awnings are used for covering front end of the terminal building which is a flexible
system that can be simply removed and cleaned at any point of time. Also this
system can be used for commercial advertisings by any agency through a contract
basis.

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6.3 CONCLUSION
India being an aviation hub has many untapped markets i.e. (Tier-II and Tier-III cities)
where the air travel is not in reach for travelers. But then, there are potential passengers
who can afford air travel. Also, the business is increasing with much industrialization and
IT sector popping up in India there could be an added advantage for the development of
airports in those areas.
To make every citizen with the availability of air travel and reach of airports to their nearest
locations Indian government is planning for No-Frills Airports (i.e. Low Cost Airports) in
tier II and tier -III cities with less cost both for Airline operators and Passengers. Here the
passengers are provided with the basic services and everything they need extra is charged.
Therefore an attempt has been made to give a creative ideas for these No-Frills Airport
planning where all the limitations for cost and space is reduced (within the estimated
budget) thus making the decision cost effective by using effective and flexible systems for
the development of No- Frills Airports.

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BIBLIOGRAPHY

www.aai.aero
en.wikipedia.org
www.dgca.org
Airport Engineering by Rangwala
Principles of Airport Economics by P S Senguttuvan
http://www.mapsofindia.com/my-india/travel/no-frills-airports-foraffordable-regional-connectivity
http://www.thehindu.com/news/cities/Visakhapatnam/ap-plansinternational-airport-near-vizag/article6986799.ece

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APPENDIX
DESIGN AND CREATIVE IDEAS FOR NO-FRILLS (LOW COST) AIRPORTS
IN TIER-II AND TIER-III CITIES
QUESTIONNIARE

NO-FRILL AIRPORT SURVEY ITEMS

YES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.

Requirement of snack bars

Need for Wi-Fi
Need for cell phone/laptop charging points
Requirement of Flight information display systems(FIDS)
Need of ATM machines
Do you require Air conditioning in check-in area
Do you require Air conditioning in Security-check/waiting hall area
Would you like to have parking facilities in the airport
Need for car rental services in the airport
Need for the availability of medical/health assistance
Do you think, there is a need for prayer/meditation room in the terminal
building
12. Do you need conveyor belts for baggage handling in the terminal building
13. Do you require televisions for entertainment purpose in the waiting hall
14
Do you like to have your luggage check-in manually
15) How often do you travel through air?
Weekly

monthly

six months

yearly

16) What makes you feel good when you come to an airport?
Airport Ambience

Infrastructure

Aircrafts

customer service

17) Which airlines you prefer the most for your travel?
Leisure

Business

Legacy

LCC

COMMENTS ON NO-FRILL AIRPORTS? IF ANY

--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------General Information
Name:
Gender:

M/F

Age:

Place (Home Town):

Occupation:

Mobile (optional):

Email id:
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NO

Rajiv Babu Chintala

Email Id: rajivbabuchintala@gmail.com
Mobile: 9441449900