Experts point to shortage of aerospace engineers in growing aviation sector | Latest India News

They say India will need at least 14,000 aviation medical examiners over the next eight years.

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Indian carriers including Tata Group’s Air India and low-flying IndiGo have placed orders for about 1,200 planes with major aircraft manufacturers for delivery over the next 10 years. This does not include IndiGo’s previous orders for around 1,000 aircraft, which are being delivered to the carrier over a period of time.

A former airline official said that putting these planes into service would require a huge workforce, such as pilots, cabin crew and flight dispatchers. At the same time, these planes would require a huge number of workers to maintain and service them.

According to industry estimates, there are approximately 7,000 aeromedical doctors working in various aircraft repair and overhaul (MRO) facilities in the country. This does not include AMEs in various training schools as instructors.

“Post-pandemic, air traffic is picking up again rapidly with major airlines like IndiGo, Air India and Akasa placing orders for around 2,000 aircraft which will require around 14,000 AMEs in the next eight to 10 years,” said Dr GK Chaukiyal, professor at Gujarat University.

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Compulsory four-year engineering course

There are around 45 AME schools in India, which are authorised by the Directorate General of Civil Aviation (DGCA).

A four-year engineering course is compulsory for a student wishing to become an AME.

AME in schools is certified B1 (mechanics courses that focus on aircraft systems such as airframes, engines and landing gear), or B2 (avionics courses that focus on electrical and electronic equipment, instrumentation, navigation and radio systems).

Stressing on the need for AME in Indian aviation, an industry expert on condition of anonymity said, “Most airlines got into trouble because they did not have a strong engineering background or engineering backbone. Of course, part of engineering backbone includes technicians and infrastructure.”

The other part is fees and logistics, focusing on AME infrastructure, he said.

“So if you don’t have a strong engineering background and infrastructure experience, and you don’t have a strong wind infrastructure, then that airline won’t be able to realize its full potential,” he said.

Stressing that AME institutions need to improve the quality of education by hiring quality instructors and providing adequate training infrastructure, Chaukyal said, “The quality of recruitment also needs to be controlled to produce quality engineers because without a strong engineering base, no airline can survive.”

“Low quality of education in schools”

An airline official said it takes six years to become an independent aviation medical doctor. “Even after completing a four-year course, a person has to undergo training under an aviation medical doctor to be able to take command and carry out the task independently. This is due to the poor quality of education provided in schools.”

Echoing similar views, a former medical doctor said, “Every year a fair number of students graduate from these institutes. However, airlines generally complain about the quality of aviation medical doctors from these schools and their employability skills.”

AME schools need to improve the quality of education by hiring good instructors and proper training infrastructure, he said, adding that “the quality of intake also needs to be controlled to produce good engineers.”

“The rapid growth of the Indian aviation industry and the large aircraft orders require a rapid increase in the number of qualified medical doctors,” said Rituparna Chakraborty, an independent director at various companies, including TeamLease, a recruitment and human resources firm.

Traditional AME physician training, which typically takes two to four years, needs to be accelerated through intensive courses, on-the-job training and advanced simulations, Chakraborty said.

Stressing the need for government and industry support, increased training opportunities and cooperation with international organizations to prevent operational delays and ensure safety, she said: “The use of e-learning and technology can accelerate training while maintaining its quality.”

“A proactive approach is essential to meet future requirements, ensure efficient operation and safety of the expanding airline fleet and create employment opportunities in the Indian aviation sector,” she added.

Recently, however, it appears that major players have begun to focus their attention on this key workforce as well, hiring pilots and training cabin crew.

While Air India is opening its own pilot training school, GMR Group, owner of India’s largest airframe maintenance, repair and overhaul (MRO) company, is set to open a school for aeromedical medical examiners, with the course for the first group expected to start mid-next month.

“GMR Aero Technic has entered the skill development sector by establishing GMR Aviation School to train a large number of engineers,” said Ashok Gopinath, President and Manager-in-Charge, GMR Aero Technic.

The Hyderabad-based school, set up in partnership with European aerospace company Airbus, will offer an internationally recognised four-year programme, comprising two years of academic study and two years of training at an MRO located a few metres away from the school.

“We often encounter training gaps when new employees join our MRO, leaving them unprepared for the industry. This requires additional training, which results in loss of working hours,” he said.

GMR has partnered with Airbus to provide training materials in the form of technical manuals, an exam database and access to the Airbus Competency Training (ACT) suite. According to him, Airbus will also train GMR instructors and help assess the training centre. It will educate students for the B1 and B2 licences.

“India is in dire need of such institutions and it is expected that this school will also improve the quality of education for domestically trained engineers,” AME concluded.