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Vayudoot (Hindi: वायुदूत, romanized: Vāyudūt, lit. 'messenger who rides on the wind') was a regional airline in India established on 20 January 1981 as a joint venture between the two state-owned carriers, Indian Airlines and Air India.[1] The airline was headquartered at New Delhi's Safdarjung Airport and was originally conceived to serve Northeast India.[2][3] The regional hub for the region was Calcutta and the airline flew to close to 30 destinations in this challenging area. Many of the airfields saw the resumption of commercial flights and fixed-wing aircraft after many decades of their absence.

Key Information

The airline consistently lost money since its formation due to low occupancy. The government, struggling to find a solution to Vayudoot's continuing financial problems, considered both closure and privatisation as options, since the carrier's route and fleet structure made the operation unprofitable.[4]

History

[edit]

In the late 1970s, the Indian government and its two airlines became aware of the increasing number of potential air travelers in many small towns around the nation. Vayudoot has started to expand India's domestic air transport network on a very large scale, with a completely new network designed to feed Indian Airlines' network at state capitals and other big cities. Therefore, all Vayudoot destinations, apart from its hubs, were completely new, not covered by existing Indian Airlines services.[5]

Vayudoot Dornier 228

Vayudoot began operations on 26 January 1981, India's Republic Day, in the remote north-east of the country, linking towns in states such as Assam, Manipur and Tripura. A journey such as one from Lilabari, North Lakhimpur, in Assam state to Ziro in the neighbouring state of Arunachal Pradesh could take a few days during bad weather, braving hazards such as avalanches in the hills and flooding in lower lying areas. The flight, on the other hand was as short as 12 minutes, though weather could cause disruptions because this was flying where visual contact had to be maintained with the ground/terrain in the absence of reliable aids for navigation. The weather caused poor visibility on account of heavy rains and low clouds and/or fog and could at times result in waterlogged runways. Many runways were unpaved strips, and facilities at these airports were very limited.

Its first aircraft were two F27s leased from Indian Airlines and linked 20 destinations. To keep costs low, Vayudoot did not serve in-flight meals and contracted out its ground handling services to local agents at all smaller destinations. Vayudoot supplied basic ground-handling equipment to the agents and trained their staff.[5] Vayudoot started with retired flight crew of Indian Airlines to fly the HS-748 and F27 aircraft. As Dornier 228 were bought or leased, new pilots were recruited. The same held for the core engineering team, which comprised almost all of ex-Indian Airlines engineers.

Vayudoot Fokker F27-100

Vayudoot became a public company in February 1983, owned jointly by Indian Airlines and Air India. At this time, its load factors were less than 50 per cent.[2] Vayudoot's first Dornier 228 began service in 1985 on the Delhi-Raebareli-Lucknow route. A total of ten Dornier 228s were ordered by Vayudoot.[6]

Subsequently, the services of Vayudoot were extended to other regions, charting 100 stations in the country earning the sobriquet "worlds fastest growing airline". Vayudoot quickly established hubs at Bombay (now Mumbai), Delhi, Madras (now Chennai), and Hyderabad. Sub-bases were, at some points of time, established at Bhopal in Madhya Pradesh and Guwahati in Assam. The lack of adequate traffic to sustain operations on all these routes adversely affected the company's financial performance. After a review, the number of stations on the operational network was brought down to 48 on 31 March 1991. Vayudoot was then focused on consolidating its operations and rationalising its fare structure rather than embark on large-scale expansion of its network. Its operations were again primarily restricted to the Northeastern region and other inaccessible areas.[3]

Vayudoot also operated an Agro Aviation Division which was involved in aerial spraying operations, seeding and afforestation operations.

Vayudoot's financial performance continued to deteriorate which finally led to the dissolution of the company and merger of its assets into Indian Airlines in 1993.[4] On 1 April 1997 its flight operations were transferred to Alliance Air, which is a newly formed subsidiary of Indian Airlines since 1996 and its employees were absorbed into Indian Airlines and Air India.

Night Air Mail Service

[edit]

In 1985, Vayudoot started operating the Inland Night Air Mail Service (NAMS), a domestic overnight airmail service for the Indian Postal Service.[7] The facility of this Vayudoot airmail service was also extended to a private courier. Every night, flights from the major metropolitan cities of India converged upon Nagpur Airport in the centre of the country. Usually the routes were:

  • Delhi-Jaipur-Nagpur
  • Calcutta-Varanasi-Nagpur
  • Bombay-Nagpur
  • Madras-Hyderabad-Nagpur

Despite a successful run of over a year, the service was discontinued because of demanding nature of the operation. The unpressurized Dornier 228 was limited to an altitude of 10,000 ft. The aircraft was dependent on ground-based en route navigational facilities and these were few and far between on many of the legs. Flying exclusively at night and negotiating violent storms called Kal baisakhi, followed by the Monsoon and in the absence of Radio navigation aids it became advisable to discontinue the operation.

Vayudoot Crew Wings

During the early 1990s, Vayudoot used leased aircraft from Royal Nepal Airlines and Ariana Afghan Airlines to run night metro flights between New Delhi, Bombay and Bangalore. Aircraft such as the Boeing 757 and Boeing 727 were used.

Destinations

[edit]

Vayudoot flew to over 100 destinations during its existence.

All Vayudoot Destinations Served

Accident/Incidents

[edit]

The airline had four safety incidents during its operational history, including two crashes which resulted in a total of 45 fatalities.[8]

  • 22 September 1988 – A Dornier 228 (registered VT-EJT) crashed in Aurungabad and was written off due to a heavy landing. None of the passengers or crew were injured.
  • 23 September 1988 – A Fokker F27 (registered VT-DMB) hit a high lift catering truck during taxi at Calcutta. The truck hit the left hand outer wing of the F27. Part of the wing and half of the aileron were cut away. The three catering truck occupants were seriously injured in the event. None of the 39 passengers or 4 crew were injured.
  • 19 October 1988 – A Fokker F27 (registered VT-DMC) was on a scheduled flight from Silchar to Guwahati when it disappeared on approach to the airport. The aircraft undershot the runway in inclement weather. All 31 passengers and 3 crew died in the crash.
  • 23 September 1989 – A Dornier 228 (registered VT-EJF) was on a scheduled flight from Pune to Hyderabad when the aircraft entered a steep descent and crashed into the reservoir behind the Ujani Dam. Isolated thunderstorms with localised heavy rain were reported in the area. It is believed that the aircraft entered a microburst and stalled. The aircraft was said to be in a steep dive before it crashed into the reservoir. All 8 passengers and 3 crew died in the crash.

Fleet

[edit]
Vayudoot Dornier 228-201

As of March 1991, Vayudoot's passenger services had a total fleet of 23 aircraft.[needs update]

Its Agro Aviation Division had a fleet of one helicopter and sixteen aircraft.[3]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Vayudoot

View on Grokipedia
from Grokipedia
Vayudoot was a government-owned in , established on 20 January 1981 as a joint venture between the state carriers and to provide feeder services connecting smaller towns and remote areas, particularly in the Northeastern region, to major airports. Headquartered in with its primary operational hub in , Vayudoot focused on enhancing connectivity in underserved regions like , , and , operating scheduled flights to nearly 30 destinations across challenging terrains. The airline initially deployed turboprops for 40-passenger operations before expanding its fleet with smaller aircraft to access shorter runways in remote locations, eventually maintaining around 21 passenger planes alongside agricultural support aircraft. Despite its ambitious mandate to democratize in India's hinterlands, Vayudoot grappled with financial strains, operational inefficiencies, and over-expansion by the late , leading to service disruptions and safety concerns amid a strained sector. In 1993, due to mounting losses, its assets were merged into , though it continued limited standalone operations until ceasing flights entirely on 1 April 1997, with employees absorbed into the parent carrier. The airline's legacy influenced later regional initiatives, underscoring the challenges of sustaining public-sector air services in diverse geographies.

History

Formation and Early Years

Vayudoot was established on 20 January 1981 as a between the state-owned carriers and , with each holding a 50% stake. The initiative aimed to enhance air connectivity in remote and underserved regions of , particularly in the Northeast, by deploying small aircraft suited for short-haul operations to support , , and strategic . Headquartered in a modest office at the Indian Airlines Air Hostess Training Centre on in , the airline was designed as a third-level carrier to complement the larger networks of its parent entities. Operations commenced shortly after formation, with the inaugural flight taking off on 26 January 1981—India's —using a single aircraft taken on wet lease from . This 40-seater was selected for its suitability to the airline's focus on linking isolated towns in challenging terrains, initially concentrating on northeastern routes before planned nationwide expansion to about 50 centers. The leased arrangement included crew, maintenance, and insurance provisions, allowing Vayudoot to launch services without immediate capital outlay for ownership. In its early phase, Vayudoot emphasized affordable fares to stimulate demand in low-density markets, though it faced challenges with load factors below 50% and operational costs from the high-capacity F27. By February 1983, the airline transitioned to status, remaining jointly owned by and to formalize its independent structure while retaining state support. This shift enabled focused growth in regional feeder services, underscoring its role in bridging connectivity gaps across India's diverse geography.

Expansion and Network Development

Following its formation, Vayudoot underwent rapid network expansion in the mid-1980s, growing from 8 initial stations to 50 by the end of 1985 and reaching 87 stations across all four geographic regions of by autumn 1987. This growth prioritized connectivity to remote and underserved areas, particularly in , where the airline resumed services to over 30 challenging destinations from its regional hub in Calcutta (now ), linking isolated towns in states like , , and that were often inaccessible by rail or road. By the early , Vayudoot's network had expanded to over 100 stations nationwide, establishing it as a key feeder for larger carriers and enhancing domestic air access to smaller cities. To support this scaling, Vayudoot established multiple operational hubs in major cities including Calcutta, , , , and Hyderabad, facilitating efficient short-haul routes and sub-bases for regional coordination. The airline introduced additional aircraft types to bolster capacity, receiving its first in December 1984 and expanding to 10 such 19-seater turboprops by 1986, alongside transfers of HS-748 Avros and Fokker F.27s from to handle increased demand on unpaved and short runways. These additions enabled the airline to serve as the world's largest commuter operator by 1986-1987, focusing on low-cost connectivity to peripheral regions. Operational milestones underscored Vayudoot's role in democratizing , with plans in 1986 to add 25 more stations such as , , and , further integrating remote Northeast and Himalayan areas into the national network. For select longer routes, the airline leased aircraft in 1990 to operate trunk services like Delhi-Bombay, marking a temporary diversification while maintaining its core short-haul focus. By 1991, at its peak, Vayudoot serviced more than 100 locations, significantly improving access to smaller urban centers and contributing to India's domestic infrastructure development.

Night Air Mail Service

In 1985, Vayudoot initiated the Inland Night Air Mail Service (NAMS), a specialized domestic overnight operation designed to support the Indian Postal Service by transporting mail across , particularly to remote and underserved regions. The program was proposed in parliamentary discussions earlier that year as part of efforts to enhance Vayudoot's regional connectivity and logistics capabilities. The service was formally inaugurated on 2 June 1986 and relied on four turboprop aircraft, which were well-suited for short-haul nighttime flights due to their short capabilities. Operations involved adapted cargo configurations to maximize capacity, with flights departing major hubs after services concluded for the day, ensuring integration with ground postal networks for efficient sorting and distribution. Key routes radiated from hubs in , Bombay, Calcutta, and Madras, beginning with the Delhi-Bombay sector via intermediate stops at and , where mail exchanges occurred to facilitate onward connections. The network soon expanded to include destinations such as , Bangalore, Hyderabad, and Madras, prioritizing remote areas with limited surface transport options and thereby supporting broader postal logistics in India's diverse geography. NAMS represented an innovative effort to diversify Vayudoot's operations amid the airline's growing regional passenger network, leveraging nighttime slots to optimize aircraft utilization and contribute to national mail infrastructure. The service operated until the early 1990s, aligning with Vayudoot's overall expansion before the airline's merger with in 1993.

Decline and Merger

By the late , Vayudoot faced persistent financial losses driven by low passenger occupancy on routes serving remote and low-demand areas, coupled with high operational costs from and fuel for short-haul flights. These challenges were exacerbated by mismanagement, including inadequate and suboptimal utilization, despite the airline's strategic role in connecting underserved regions. In 1993, Vayudoot underwent a partial merger with , under which the government transferred its liabilities to and provided Rs. 138.33 in compensation, while allowing Vayudoot to retain some independent operations as a to continue regional services. This arrangement aimed to stabilize finances but did not resolve underlying inefficiencies, as Vayudoot continued to incur losses amid rising competition from private operators entering the market following aviation liberalization in May 1990. The merger process advanced toward full integration by 1997, with Vayudoot's employees and assets absorbed into and , marking the end of its standalone entity amid deepening financial crises. On 1 April 1997, the remaining flight operations were transferred to Alliance Air, a subsidiary of formed in 1996, effectively ceasing Vayudoot's independent activities and redistributing its regional routes. This decline occurred against the backdrop of broader Indian aviation , including the repeal of the Air Corporations Act in 1994, which ended the monopoly of state-owned carriers and introduced private competition focused on profitable trunk routes, leaving regional operators like Vayudoot vulnerable to unviable sectors without adequate support. The Route Dispersal Guidelines of 1994 attempted to mandate service to remote areas but failed to mitigate the pressures on Vayudoot, contributing to its ultimate closure.

Operations

Destinations and Routes

Vayudoot primarily operated short-haul, low-capacity flights designed to connect underserved and remote airports across , utilizing small aircraft suited for shorter runways and challenging terrains. These routes focused on regional feeder services, often linking smaller towns to larger hubs, thereby enhancing in areas with limited or rail infrastructure. By the late , the had expanded to serve over 100 destinations nationwide, emphasizing connectivity to isolated communities. The airline's network placed a strong emphasis on Northeast India, where it acted as a vital link for remote areas hampered by geographical barriers and seasonal disruptions. With Calcutta (now ) serving as the regional hub, Vayudoot connected 17 destinations in this challenging terrain during its peak operations. Key examples include , , , , , , Lilabari, , , and , facilitating intra-regional travel among states like , , , and . Notable routes in the region encompassed Calcutta-Dimapur- and -, which supported essential passenger and cargo movement in insurgency-prone and monsoon-affected zones. Beyond the Northeast, Vayudoot extended its services to other remote and underserved locations across the country, promoting pan-India coverage. Representative destinations included , where it operated flights to (Chennai), Bangalore, and using 15-seater Dornier aircraft to boost local tourism and trade; , connected via routes like Bombay-Aurangabad-Hyderabad and Aurangabad-Nanded-Hyderabad; and areas near Ujani Dam, served on the -Hyderabad corridor. Other stations encompassed Hyderabad, , , Bangalore, Bombay, Cochin, , , and , reflecting a shift from an initial Northeast focus to broader national outreach by the mid-1980s, with the network peaking at 105 stations in 1989-90. These routes significantly impacted local economies by improving access to markets, healthcare, and administrative centers in remote regions. In , for instance, Vayudoot's services acted as a catalyst for socio-economic development, linking isolated communities more closely and mitigating the effects of poor connectivity. Overall, the airline's operations fostered and economic activity through affordable air links to over 100 destinations, though later rationalization reduced the network to around 36 stations by 1992-93.

Hubs and Infrastructure

Vayudoot established its primary operational hubs at major metropolitan airports to support its regional network, with Calcutta serving as the key hub for the Northeast region, facilitating connectivity to 17 destinations in challenging terrains such as , , and . Additional hubs were set up at Bombay, , Madras for southern operations, and Hyderabad to cover diverse regional routes across . The airline's headquarters and a significant maintenance base were located at New Delhi's , which was reactivated specifically to accommodate Vayudoot's smaller aircraft and support basing operations for regional flights. This smaller airport allowed for efficient handling of Vayudoot's fleet, including routine checks and storage, given its limited infrastructure suited to short-haul turboprops. As a between and , Vayudoot coordinated closely with Indian Airlines for shared facilities, including maintenance and ground support, to minimize costs and leverage existing infrastructure at major airports. However, this reliance often led to challenges, such as high charges from Indian Airlines for engineering services, which strained Vayudoot's limited resources. Infrastructure adaptations for Vayudoot's regional operations emphasized simplicity and robustness, with adequate engineering and maintenance setups provided for its and Fokker F27 aircraft, particularly in the North East where specialized facilities supported operations on unprepared airstrips. Ground handling at remote locations was often limited, relying on basic equipment and local arrangements to accommodate the aircraft's short capabilities, though this sometimes resulted in operational . Remote hub operations, especially in the Northeast, faced significant logistical challenges due to mountainous , adverse weather conditions like monsoons and , and poor surface connectivity, which complicated aircraft deployment and required specialized adaptations for safe landings and takeoffs. These factors necessitated the use of rugged, low-maintenance and flexible basing strategies to sustain service in isolated areas.

Fleet

Passenger Fleet

Vayudoot's passenger fleet was composed mainly of optimized for short-haul regional operations across India's remote and underdeveloped airstrips. The began operations in 1981 with a small fleet leased from , focusing on reliable, low-capacity planes that could handle the demands of non-jet airports. By the late , it had expanded through acquisitions of indigenous and imported models, reaching a peak of 23 as of March 1991. The mainstay of the fleet was the , a versatile airliner that served as Vayudoot's workhorse for much of its existence. Five F27-100 variants were incorporated into the fleet during the , transferred from ' surplus stock to support the airline's early expansion. These aircraft, powered by engines, were configured for 40 to 50 passengers in a high-density regional setup, enabling efficient service on routes with moderate demand. The F27's robust design and short takeoff capabilities made it ideal for Vayudoot's network, though maintenance challenges arose from their aging airframes by the early 1990s. Complementing the F27 were the HS-748 Avro, another leased addition from that formed the backbone of initial operations. Eight HS-748 Series 2 aircraft were in service, each typically seating around 48 to 52 passengers in a standard configuration with two turboprops. These planes, built under license by (HAL), were selected for their durability on unpaved runways and were integral to Vayudoot's connectivity to northeastern and southern regions. By the time of the 1997 merger, the HS-748s remained a core component, highlighting their long-term reliability despite operational costs. For shorter, more rugged routes, Vayudoot introduced the Dornier 228-201, a (short takeoff and landing) manufactured by HAL under a German license. Vayudoot acquired a total of 10 Dornier 228-201 aircraft starting in 1984. Configured for 19 passengers, these twin-turboprop planes excelled in accessing remote airstrips, such as those in the Northeast, with a range of about 715 nautical miles and a maximum speed of 223 knots. Their addition marked a shift toward modernizing the fleet for specialized regional needs, though economic critiques later targeted their higher per-seat costs. To venture into longer trunk routes in the early 1990s, Vayudoot leased jet aircraft temporarily, diverging from its regional turboprop focus. A Boeing 727 was wet-leased from Royal Nepal Airlines starting in 1990 for services like the late-night Delhi-Bombay shuttle, providing capacity for up to 189 passengers and enabling competition on high-density paths. This arrangement, which included crew, was short-lived due to financial strains but demonstrated efforts to broaden the network beyond short-haul limitations. No evidence supports widespread use of the Boeing 757 in the fleet. At closure, the passenger fleet totaled 21 aircraft. Following the merger of Vayudoot's assets into in 1993 and the cessation of its operations on 1 April 1997, the fleet—including the 10 Dornier 228s and eight HS-748s (with the Fokker F27s largely phased out due to age and maintenance issues)—was absorbed into ' short-haul division. This transfer marked the end of independent operations, as the aircraft continued service under the larger carrier until gradual retirement in the early .

Agro Aviation Division

The Agro Aviation Division of Vayudoot was formed in January 1988 through the transfer of the Ministry of Agriculture's existing agricultural aviation unit to Vayudoot Limited, enabling the airline to undertake specialized aerial services for farming communities. This move integrated crop spraying, seeding, and pest control operations into Vayudoot's broader mandate, supporting nationwide agricultural enhancement by deploying aircraft to treat crops and plantations in various regions, such as the Central State Farm in Hissar and estates near Calicut. The division's activities were closely aligned with government priorities for rural development, collaborating directly with agricultural authorities to combat pests and improve yields in underserved areas. The fleet of the Agro Aviation Division consisted primarily of fixed-wing aircraft suited for low-level agricultural missions, numbering 16 by 1991, complemented by one for versatile spraying tasks. Notable examples included the Basant, a dedicated crop-dusting model, and the helicopter, both employed for precise application of pesticides and fertilizers across India's diverse farmlands. These assets operated nationwide, providing integrated support that occasionally overlapped with Vayudoot's passenger network through shared financial resources, including transfers between divisional accounts to sustain operations. Key initiatives under the division included government-backed projects for control and crop protection, which bolstered rural economies by enabling timely interventions in pest outbreaks and seeding efforts. This collaboration extended Vayudoot's role beyond transport, positioning it as a vital tool in India's agricultural modernization during the late and early . With the airline's merger into on April 1, 1997, the Agro Aviation Division was progressively wound down, its repurposed for ongoing national agricultural needs under reformed ministry oversight.

Accidents and Incidents

Fatal Crashes

Vayudoot experienced two fatal crashes during its operations, resulting in a total of 45 fatalities. The first occurred on 19 October 1988, when 100 (registration VT-DMC), operating as flight VDT703 from to , crashed into a hill approximately 10 nautical miles from Guwahati Airport during approach in poor weather conditions including fog and rain. All 34 people on board, consisting of 31 passengers and 3 crew members, perished in the impact and subsequent post-crash . The investigation by the Court of Inquiry, headed by Justice U.C. Banerjee, determined the probable causes as pilot error in not maintaining proper altitude during the non-precision approach and air traffic control (ATC) errors in providing inadequate guidance amid the adverse visibility. Contributing factors included insufficient pilot training for in low-visibility conditions and broader systemic issues within Vayudoot. The second fatal incident took place on 23 September 1989, involving a Dornier 228-201 (registration VT-EJF) on a scheduled flight from to Hyderabad. The aircraft encountered severe and heavy rain en route, leading to a rapid loss of altitude and a spiral descent before impacting the reservoir behind Ujani Dam, about 135 km from . This resulted in the deaths of all 11 occupants: 8 passengers and 3 crew members. Aviation authorities' probe attributed the crash primarily to the pilots' disorientation and inappropriate recovery actions during the turbulence, compounded by possible elevator jamming, alongside inadequate crew training for such weather scenarios. These events collectively exposed ongoing deficiencies in Vayudoot's safety management, including pilot training programs and aircraft upkeep, which eroded public confidence and intensified scrutiny from regulators. The crashes significantly damaged Vayudoot's reputation as a reliable regional carrier, leading to heightened operational oversight by the Directorate General of Civil Aviation and contributing to financial strains through increased insurance premiums and route restrictions. In response, the airline implemented temporary grounding of similar aircraft types for enhanced checks, though persistent safety concerns ultimately accelerated its merger into in 1993.

Non-Fatal Incidents

On 22 September 1988, a Vayudoot Dornier 228-201 (registration VT-EJT) operating flight from to crashed short of runway 27 at during approach in deteriorating weather conditions, including rain and poor visibility. The aircraft, carrying 3 crew and 5 passengers, descended steeply, triggering the , but the crew failed to arrest the descent or properly manage engine power, leading to impact in the runway undershoot area. No injuries occurred among the 8 occupants, though the aircraft sustained substantial damage and was written off. The was the commander's rapid descent and improper engine handling, with a contributory factor of inadequate updates on visibility conditions provided to the crew. The following day, on 23 September 1988, a Vayudoot 100 (registration VT-DMB) involved in flight PF701 from Calcutta to collided with a while at Calcutta-Dum Dum amid poor visibility. The impact tore off a portion of the left wing, rendering the 1961-built aircraft, which had accumulated over 53,000 flight hours, beyond repair. All 43 occupants—4 crew and 39 passengers—evacuated safely with no injuries, but the 3 occupants suffered serious injuries. The incident was attributed to the driver's failure to heed markings and unawareness of the active route. These events highlighted recurring causes in Vayudoot's non-fatal incidents, primarily runway excursions due to weather-related approach errors and ground collisions from visibility challenges and procedural lapses. Investigations by the of Civil Aviation (DGCA) into the 1988 incidents identified human factors and communication gaps, prompting recommendations for enhanced pilot training on engine management in adverse weather, improved real-time reporting via , and stricter ground vehicle protocols at regional airports. These measures contributed to broader enhancements in India's regional sector during Vayudoot's operational peak. In the context of Vayudoot's operations from 1981 to 1996, the airline recorded multiple non-fatal incidents, particularly in 1988 amid rapid network expansion to over 100 destinations, though exact incident rates per flight hour remain undocumented in ; the events occurred without loss of life, underscoring operational pressures on small like the and Fokker F27 in challenging regional environments.

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  43. https://rsdebate.nic.in/bitstream/123456789/205534/2/IQ_171_18081994_S357_p36_p43.pdf
  44. https://www.vayuaerospace.in/Issue/vayu-issue-Vayu-Issue-V-Sep-Oct-2018.pdf
  45. https://asn.flightsafety.org/asndb/326441
  46. https://www.baaa-acro.com/crash/crash-fokker-f27-friendship-100-guwahati-34-killed
  47. https://www.indiatoday.in/magazine/investigation/story/19891015-october-88-air-crashes-deadly-tale-of-irregularities-and-frightening-lapses-816629-1989-10-14
  48. https://asn.flightsafety.org/wikibase/326205
  49. https://www.indiatoday.in/magazine/investigation/story/19891015-situation-remains-grim-a-year-after-indian-aviations-darkest-hour-816606-1989-10-14
  50. https://www.baaa-acro.com/sites/default/files/2020-08/VT-EFL.pdf
  51. https://aviation-safety.net/wikibase/326465
  52. https://www.baaa-acro.com/crash/crash-dornier-do228-201-aurangabad
  53. https://www.baaa-acro.com/crash/ground-accident-fokker-f27-friendship-100-calcutta
  54. https://rsdebate.nic.in/bitstream/123456789/128891/2/ID_184_03081998_34_p132_p151_9.pdf
  55. https://www.baaa-acro.com/crash-archives?field_crash_operator_target_id=%2522Vayudoot%2520%252831154%2529%2522&created=&created_1=&field_crash_region_target_id=All&field_crash_country_target_id=&field_crash_registration_target_id=&field_crash_aircraft_target_id=&field_crash_cause_target_id=All&field_crash_zone_target_id=&field_crash_site_type_target_id=&field_crash_phase_type_target_id=&field_crash_flight_type_target_id=All&field_crash_survivors_value=All&field_crash_city_target_id=&order=field_crash_city&sort=asc
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