BY AADITYA VARDHAN SINGH AND MANYA MARWAH, THIRD- YEAR STUDENTS AT IIM, ROHTAK
INTRODUCTION
The insolvency of the jet airways has impacted the economy of India and has it slowed down. The resolution plan of Jet Airways could only realise nearly Rs. 400 crores whereas the claims of the financial creditors amounted to almost Rs. 8000 crores. While the physical assets such as upside on Aircraft sales, ATR inventory, etc. were well taken into account, the intangible assets that the airline held, failed to serve the interests of the creditors and could not reap the return of the money lent.
What went unrealised were almost 700 intangible assets in the form of airport slots which could have satisfied a significant amount of the creditors’ claims. These intangible assets are the airport slots: which are powerful operating rights, defined as a permission granted by the airport operator to use their infrastructure essential to arrive or depart at a level 3 airport on a specific date and time.
The standard mechanism for allocating slots in India partially follows the Worldwide Airport Slot Guidelines (‘WASG’) developed by global aviation bodies like Airports Council International (‘ACI’), International Air Transport Association (‘IATA’), and Worldwide Airport Coordinators Group (‘WWACG’). Slots are assigned twice yearly, for the summer and winter seasons, and few airlines are reassigned their historical slots, primarily known as “Grandfather rights”. Airlines that utilise 80% of the slots keep it for the next season, famously known as “Use-it-or-Lose-it” rule. If the airline fails to comply with the 80% threshold, the slot goes back into the pool available to other airlines to apply and use.
This article aims to analyse the current position of the Indian insolvency framework in the event of airline administration and how the status of airport slots in India as being untransferable has impacted the interest of stakeholders and undermined the assets recovery from airlines during insolvency.
NATURE OF AIRPORT SLOTS: REGULATORY PERMISSIONS OR MONETIZABLE ASSETS
Understanding Airport Slots and Their Regulation
Airport slots are limited and therefore highly regulated by the Directorate General of Civil Aviation (‘DGCA’), an office attached under the Ministry of Civil Aviation (‘MoCA’). The existing framework is governed by the MoCA Guidelines for Slot Allocation, 2013, which restricts the transfer of airport slots, except in cases involving mergers and acquisitions or temporary rearrangements approved by the Airport Coordinator.
This present framework that governs the allocation of airport slots deems them to merely be regulatory permissions granted by the airport coordinators rather than monetizable and transferable assets. India has witnessed multiple airline collapses, including Jet Airways, Kingfisher Airlines, and Go First. Each of these had substantial slot holdings at major domestic and international airports, which could have been of great help in reducing the financial burden on the airlines to some extent. Still, unfortunately, our insolvency framework doesn’t recognise them as an asset.
CLASH WITH IBC OBJECTIVES
The Insolvency and Bankruptcy Code, 2016 (‘IBC’) was designed to maximize the value of assets of insolvent companies, aiming to preserve and rescue viable businesses. According to the Code’s objectives, it seeks:
“…to consolidate and amend the laws relating to reorganization and insolvency resolution of corporate persons…for maximization of value of assets…in a time-bound manner.”
However, ignoring slots, holding immense monetary value as assets, undermines this purpose of the IBC. The current guidelines issued in 2013 do not align with the code which was enacted in 2016 with an intent to prioritize the interests of the creditors in the event of insolvency, For example, when Jet ceased operations in April 2019, it had some of the most lucrative slots at Heathrow, Mumbai, and Delhi. However, since Indian aviation law doesn’t recognize slots as assets, the Resolution Professional couldn’t monetize them under the IBC.
Despite multiple representations, the DGCA and MoCA refused to reallocate the historic slots to the resolution applicant, the Kalrock-Jalan Consortium, stating in an affidavit:
“On the date of moratorium, Jet had no slots and had also lost the right to claim historicity.”
The inability to treat slots as tradable assets meant Jet’s potential revival lost steam. The resolution applicant had no assurance of getting the airline’s most critical operating assets i.e. its airport slots. However, the DGCA reallocated Jet’s slots to rival airlines, creating further complications and deterring a clean resolution.
In India, slots can neither be transferred nor exchanged for monetary benefits. In the event of airline insolvency, the DGCA, the authority regulating the allocation of slots in India, throws back the slots owned by airlines into the slot pool, depriving the original airline of something that could have generated millions of dollars if recognized as assets.
GLOBAL PRACTICES: RECOGNITION AND MONETIZATION OF SLOTS
Understanding the approach followed by other major jurisdictions towards slot trading during insolvency events is imperative to ensure proper policy formulation.
European Union: Monetizing Slot Transfers
The European Union (‘EU’) slot allocation is governed by EU Regulation 95/93. Article 8(4) of this document provides for airlines to transfer or exchange airport slots, with or without monetary compensation, subject to the approval of the airport coordinator. The intent behind such a liberal approach is to protect the financial interest of airlines’ creditors during insolvency proceedings and allow airlines to realize economic interest by exchanging their high-value airport slots with other airlines for their less valued airport slots and monetary benefits for the balance. Through such structured transfers, the value of these assets is not wasted but utilized to recover some part of the value for the stakeholders.
United Kingdom: Judicial Recognition of Slot Rights
Through the significant ruling of the United Kingdom (‘UK’) Court of Appeal (‘the court’) in Monarch Airlines Ltd v Airport Coordination Ltd (2017), the judiciary reinforced the recognition of airport slots as intangible assets holding crucial economic value. Even though the UK ceased to be part of the EU, it still holds some of the principles and regulations followed earlier, and this is one of them. In this case, Monarch Airlines had entered administration, lost its operating license, and all the aircraft on lease were returned. When the airline lost the slots, it possessed under ‘grandfather rights’, the court upheld its right over the historic slots, dismissing the argument of future slot allocation purely based on current operational status, and declared such practice as arbitrary and contrary to the regulatory framework. Even though the court explicitly declined the outright sale of slots, it permitted structured exchange and transfers involving monetary consideration.
IATA Worldwide Airport Slot Guidelines (WASG)
India’s currently followed guidelines reflect partial adherence to the IATA WASG. Under clauses 8.11 and 8.12 of these guidelines, transparent and coordinated Slot transfer and slot swapping are allowed with or without monetary consideration. These international practices promote liquidity in the aviation market, especially during airline insolvency.
India aims to transform itself into a global aviation hub, which is impossible without aligning its domestic rules and regulations with those of globally adopted practices. Some Indian airports like Delhi and Mumbai have massive passenger traffic, and slots at these airports carry significant economic value. However, the insolvency event of Go First, where the slots held by the airline were reallocated in the slot pool by DGCA, providing other airlines the opportunity to avail themselves, reflected the restriction imposed on slot trading in the secondary market by existing guidelines. Therefore, recognizing slots as transferable assets and enabling their regulated transfer or exchange becomes of prime importance to improve market liquidity, protect creditors’ interests, and encourage investment in the aviation sector.
PROPOSED SLOT TREATMENT IN INSOLVENCY
Post the shift of treatment of slots from ‘regulatory permissions’ to ‘intangible monetizable and transferrable assets’, there is a need for complete overhaul in the framework regarding the treatment of slots as soon as an airline is declared insolvent. As per Chapter 9, Coordination after Final Slot Allocation, Section 8 Part (i) slots can only be held by an airline with a valid operating licence – “Aircraft Operators Certificate (‘AOC’)” When an insolvency proceeding is initiated against an airline, it does not automatically become inoperative and hence still has the power to hold the slots. The airline in this time period shall be entitled to either transfer the slots and monetize them until the airline holds the AOC, subject to the final approval by the DGCA, or since the status of ‘Airport Slots’ is an asset, therefore the Resolution Applicant may initiate a ‘free and transparent’ bidding process which shall be regulated by DGCA for final approval. The bidding process shall be completed within a reasonable time as determined by the authorities concerned.
CONCLUSION
Indian laws have developed considerably ensuring liberal behaviour and balancing it with reasonable regulatory oversight. However, the challenge of monetizing slots in India presents a critical void in the current insolvency framework, particularly in the aviation sector. The case of Jet Airways depicts the failure of legal framework in realising the rights of airline of its historic airport slots holding immense commercial value.
Learnings from international regimes such as EU and UK reflect that a liberal and structured approach towards slot trading can protect the creditors’ interests during financial distress and improve liquidity in the market enhancing investor’s confidence. Though the threat of potential monopolization persists, well planned and formulated policies and regulations can mitigate these concerns. So, the real question is: Can India truly afford high-value assets like airport slots in insolvency proceedings, or is it time to rethink our legal definitions of value before subsequent airline bankruptcy costs us more than grounded planes?
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