A History That Should not Be Forgotten
There was a time when what we now call the parallel taxiway or taxiway ‘C’at Velana International Airport was more than just a taxi route, it was the airport’s only operational surface. That single stretch handled everything: landings, takeoffs, taxiing, backtracking, and the pushback and pull-in of aircraft, including jets.
It was far from ideal, but it was necessary, and it worked. Safety was never compromised, not because the infrastructure was perfect, but because the procedures, situational awareness and the committment and dedication of the people who did the job compensated for the limitations. If such operations could be conducted back then safely, cannot we at least consider a temporary use case now, under controlled conditions, when the primary runway becomes unavailable?
The 2023 Wake-Up Call
In 2023, a medium-sized aircraft landed normally. Moments later, it was stranded on the runway due to both main tires shedding their tread. The aircraft was not damaged beyond repair, but it could not move. And just like that, the airport came to a halt.
No inbound landings. Departures grounded. Flights circling or diverting. A single event triggered full system disruption. It was not a rare event, either. Runway-blocking incidents occur worldwide approximately once every 50,000 to 100,000 flights. With Velana International Airport handling about 40,000–50,000 operations annually, we can reasonably expect such disruptions every few years.
No Regulator Approved Contingency
Here lies the problem: despite having a long, well-paved taxiway that physically resembles a runway, we currently have no approved procedure to use it as a temporary or emergency landing surface. In regulatory terms, it is a taxiway, and nothing more.
This suggestion, to consider its use in select emergency scenarios, may not fully align with current regulatory provisions, particularly those relating to runway certification, obstacle clearance, and surface lighting. But regulations also recognize the need for flexibility in certain exceptional cases. The ICAO framework allows for contingency planning, provided safety assessments and risk mitigation measures are in place.
A Working Example: Gatwick’s Backup Capability
Gatwick Airport operates officially as a single-runway facility, but its taxiway can be activated as an emergency landing strip when needed. It is not used routinely, but it provides a fallback when the main runway is unavailable. This is not about converting Velana International Airport into a dual-runway airport. It is about planning ahead, recognizing that we already have the physical infrastructure, and what is missing is regulatory and procedural foresight. If others can do it, so can we, with the right coordination between operators, regulators, and safety authorities.
A Safety Net Worth Considering
The goal is not to undermine regulation, but to encourage a review of what is reasonably possible in a crisis. Temporarily using the parallel taxiway, under strict limitations and with pre-approved emergency procedures, might offer just enough operational flexibility to keep essential flights moving during runway blockages.
Because in a single-runway airport, every minute of downtime counts. And if we do not prepare now, we risk repeating history, this time without the excuse of being caught off guard.