The Caticlan airport to Boracay will definitely be ready to take in an Airbus 320 during the first half of this year, perhaps as early as next month. That will be such a relief for tourists on their way to the famous island, given how horrible the current gateway Kalibo airport is.
The new terminal building will take a bit more time, as much as 20 months. But the current terminal will be able to handle the expected volume of traffic. San Miguel, however, cannot say how fast CAAP will be able to process its request to certify the new runway for use by the larger planes.
Being able to fly directly to Caticlan from Manila, Incheon or other regional airports is important for the Boracay vacationer. It means less time on the road, and more time on the beach.
Also important is the improved reliability of air travel to Boracay. The Kalibo flights cannot be depended on. Kalibo Airport services international flights but only has four parking ramps. It also lack significant facilities to ensure safety, making it more challenging to fly to/from even by the most experienced pilots. If a plane gets stuck due to mechanical or some other problem, incoming flights are curtailed as what happened to the family of my US-based daughter the other year.
The Caticlan flights, on the other hand, are often cancelled, specially in the late afternoon. The Caticlan airport will not be immediately rated for night flights, but at least the use of bigger jets in the daytime hours can already cover current traffic.
The other good thing about San Miguel taking control of Caticlan airport is the development of the surrounding area for tourism services. This will relieve some of the pressure from Boracay itself. San Miguel plans to build a new hotel and a convention center on Caticlan.
I am told by San Miguel officials that Ramon Ang is also planning to build a bridge connecting Caticlan to Boracay. But the boatmen need not worry because Ang also has a program that will provide the boatmen seed money to buy electric powered vehicles to ferry visitors from Caticlan to Boracay island.
It was explained to me that all these developments would be made on the 100-hectare property owned by the government. At the end of the contract period, all the physical improvements go to the government.
Once all the facilities are in place, San Miguel officials say Caticlan will become the preferred party place as well as convention center. People can just go to the island and enjoy the beach in the daytime and go back to their hotel to rest or party at Caticlan.
I am not sure if San Miguel also plans to have medical facilities to handle such emergencies as accidents, heart attacks and stroke that cannot be handled at present. It is a good suggestion that I will pass on to them.
IATA review of NAIA
Last Jan. 27, Anthony Houston, a senior IATA official made a presentation before a congressional committee. It seems officials of international airlines have been reporting safety problems and got tired and frustrated being ignored by NAIA officials.
I got a copy of the Power Point presentation from sources in the House of Representatives and only one word describes the contents: ALARMING. Indeed, that’s exactly what the IATA presentation said: “Safety Concerns at NAIA are significant and highly alarming.”
The Philippines ranked below the global average when it comes to three categories: Air Navigation Services, Aerodromes, and Accident Investigation. And worse: Indonesia is ranked higher for Air Navigation and Aerodromes (!).
A sound bite from the IATA official during the congressional hearing: “There’s only one airfield that’s certified to international standards: Cebu.”
IATA made the assessment as part of its program known as STEADES… for Safety Trend Evaluation Analysis and Data Exchange System. The IATA report documents the failures of P-Noy’s bosom buddy, retired Gen. Bodet Honrado as well as CAAP officials who ought to be concerned about safety.
Nakakahiya talaga itong manok ni P-Noy na si Honrado. One big accident and he will surpass the kill record of Alan Purisima at Mamasapano which surpassed the number of dead victims in the Luneta bus massacre Rico Puno, another P-Noy buddy, handled.
A large part of the deficiencies reported are as simple and low tech as the need for proper airport markings, signage and lighting that affects aircraft on the ground and in the air (e.g. approach). The IATA presentation pointed out that such deficiencies can result in unsafe events such as: Runway Incursions; Taxiway Incursions; Missed Approach (Go Around); Delays.
The report defines a Runway/ Taxiway Excursion as an incident where an unauthorized aircraft, vehicle or person is on a runway. This adversely affects runway safety, as it creates the risk that an airplane taking off or landing will collide with the object. IATA gave a couple of examples.
The first example happened Nov. 11, 2014: B77W Taxi Out RUNWAY INCURSION:
The flight was on taxi-out at night. After crossing RWY 13, the flight was inadvertently turned onto TWY R1, instead of following taxiway C. After the aircraft on landing rollout RWY 06 had passed, ATC cleared the reporting aircraft to continue on TWY R1, enter backtrack RWY 06, vacate via RWY R3 to the holding point RWY 06. As a result of the runway backtrack, an aircraft lined up for departure RWY 06 was held on ground. Two other aircraft on approach runway 06 were instructed to go-around.
I don’t have space for the second example, but here are snippets from reports airlines have been regularly filing about their experience that they consider safety concerns:
Sample of Air Safety Reports for MNL in 2014:
“…due in part to a lack of RW signage, aircraft had inadvertently entered TWY R1.”
“There is no indication that aircraft will be entering RW13/31 in spite of taxi clearance to “Cross RW 13/31”.
“…Taxiway markings at this “hotspot” are not clearly defined.”
“The signage along RW06 to indicate the location of E2 taxiway is not easily discernible in night conditions.”
“The signage is significantly faded and is not lighted, despite being within a known taxiway ‘hotspot’ area.”
“Lack of signage and markings available to ascertain demarcation of runway 13/31 from adjacent taxiway system, despite being located within a known ‘hotspot’ area.”
“RW guard lights for RW 13/31 at intersections along TWY D not switched on. Additionally, there are no runway stop bar lights installed.”
“Subsequently, increased chance of missing left turn onto D from G-intersections leading out from T3 apron and inadvertently entering RW13/31.”
The airlines, speaking through IATA, claim they regularly send Flight Safety updates to airport authorities and their safety officers have followed up. They are particularly worried about runway incursions. The area around taxiway C and R1 are noted as taxiway /runway incursion hotspot area.
“The local airport authority has been requested to provide an update on the suggested enhancements to the signage and lighting within the area.”
But they “don’t get any response from the airport authority, and there are no ATC investigation reports that we are aware of.” That’s probably why they got IATA in on the act with a report to a congressional committee.
“The situation in Manila requires urgent follow up and I am glad that IATA had already planned a follow up mission to Manila on the 28th-29th January.”
IATA made some safety recommendations in their presentation before the congressional committee:
Immediate actions (completion within 3Q 2015) to reduce runway incursion risk – with focus on main ‘hotspot’.
Immediate response, investigation and follow-up to ALL airline safety reports.
More transparency, cooperation, coordination, communication with a: airlines; b: neighbor States/ Airports for technical advice on: Airfield visual ground aids to meet ICAO Standards.
Implementation of aerodrome SMS with a focus on hazard reporting and feedback systems.
Since NAIA is internationally notorious for congestion, IATA also offered some capacity and Efficiency recommendations:
Re-visit RWY 31 Operations.
Make obstacle assessment available for review.
Consult with airlines to determine best mitigation strategy.
Re-start program to reduce runway occupancy time and taxi delays.
Immediate steps to safely employ more advanced ATM practices to include reduced separation standards.
Immediate consultation with airline users to ensure CNS/ATM upgrades delivers operational improvement.
This is scary. These safety concerns with solutions as simple as fixing airport runway/taxiway signage should be immediately addressed. A collision on the ground can cause fatalities too. And the chaos being brought about by inadequate or lack of proper signage is another cause for the delays we all suffer when we take flights.
It is bad enough DOTC, through neglect, may cause a serious accident at MRT 3, it seems even at NAIA, lives are at stake everyday due to official negligence. This cannot be par for the course for transport officials who daily put people’s lives at risk.
Boo Chanco’s e-mail address isbchanco@gmail.com. Follow him on Twitter @boochanco