01 Nov 2026 | By Sulochana Ramiah Mohan
The Civil Aviation Authority of Sri Lanka (CAASL) is exploring a range of new initiatives, including a proposed electric drone taxi service, a national aviation academy, and other technology-driven developments, as the country seeks to expand its aviation capabilities.
In an interview with The Sunday Morning , CAASL Director General Captain Daminda Rambukwella outlined these plans; discussed aviation safety, new airline operations, and investment prospects; and responded to allegations surrounding his A320 type rating and simulator assessment at SriLankan Airlines, which he dismissed as attempts to discredit him for personal reasons, saying he had lodged a complaint with the Police and that the matter was under investigation.
A complaint has reportedly been lodged over your A320 type rating and simulator assessment. What is your response?
The allegation is false. I successfully completed the required simulator and ground training, passed my final assessment, and received the A320 type rating. My training records were submitted to the CAASL by SriLankan Airlines and I hold a valid licence. I am willing to provide the documents for verification.
What caused the allegations about your training grades?
I believe inconsistencies in SriLankan Airlines’ Flight Operations Manual and the way instructors applied the grading system led to the controversy. My records show that I was assessed as satisfactory and passed each stage. This was a standardisation issue, not a training failure on my part.
Did the issue affect other pilots, and were you given favourable treatment because of your Air Force background?
I believe the grading inconsistencies had affected other trainees as well. I served 20 years in the Air Force and later worked as a civil aviation instructor, examiner, and Flight Operations Inspector. I had more than 3,000 flying hours and experience on over 10 aircraft types before undertaking the A320 type rating. However, my previous experience did not exempt me from the required training.
Why did you leave SriLankan Airlines?
Although I had completed the training and obtained the type rating, I was not assigned flying duties during the final four months of my contract. I believe personal and professional agendas contributed to the controversy. I also said the airline’s board had recognised that I was treated unfairly, and that relevant records could be obtained through a Right to Information (RTI) request.
Was the Flight Operations Manual amended to address the grading inconsistencies?
I cannot confirm whether the manual was amended after my case, as I have not checked its subsequent revisions. However, I believe the organisation should ensure that its training rules are clear and consistently applied. I also maintain that the Civil Aviation Act does not require the Director General to be an airline captain or hold an Airbus rating.
What evidence supports your position, and would you accept an independent review?
I am willing to provide my training records, final evaluation, and licence documents. Copies are also held by the CAASL and SriLankan Airlines. I believe an examination of the original records would establish that I passed the required assessments. I also referred to a board document recommending that the training cost associated with my case be waived, the wording of which should be verified.
Why do you believe the allegations were publicised through the media rather than pursued legally?
If there was evidence of wrongdoing, the matter could have been taken to the Bribery Commission or the courts. I questioned why it was being publicised through the media and suggested that the publicity was intended to put pressure on the Government. I maintain that the documentary evidence supports my position.
We understand that you conducted a technical assistance mission in Sri Lanka in August this year. What were the principal areas identified for improvement, and which recommendations have already been implemented?
This was not an audit. For the first time, because of the recognition I have received from the International Civil Aviation Organization (ICAO) and my position as Director General of Civil Aviation, we were able to obtain this assistance through our relationships with ICAO officials.
Because of these relationships, they agreed to help Sri Lanka as the country prepares for the next audit. The team came earlier to help us prepare for it. This was a technical assistance exercise, not the audit itself.
We paid for support to help train our personnel, examine the requirements, and determine how best to prepare for the audit. Other aviation authorities, including those in the Maldives and Dubai, also obtain Combined Action Team (CAT) missions by paying for them. These missions are teams that aviation authorities engage to provide assistance. In this case, the regional office obtained sponsorship and absorbed the cost of approximately $ 20,000. We had to pay only for their air tickets.
Normally, when auditors or teams are brought in for this kind of work, the receiving authority has to pay for their services. The reason I wanted this assistance was because Sri Lanka had not undergone the relevant audit for eight years. A great deal had changed during that period.
The questions used in previous audits were different from those being used now. The auditors have become more sophisticated, and the standards and questions have changed. We therefore need to update our laws and regulations to reflect the current requirements.
That cannot be done overnight. It requires the involvement of the relevant departments, legal drafters, and the publication of the legislation in all three languages. It is a substantial task. I wanted Sri Lanka to obtain the maximum possible benefit from the technical assistance mission so that we could improve our performance in the forthcoming audit.
Why did you request an international team to assist Sri Lanka with preparations for the next ICAO safety audit?
The audit has changed after eight years, and the questions and areas being assessed have also changed. I suggested bringing in a team to train our people and help them prepare. The Director General supported the request and a team was brought in through the ICAO Regional Office.
The previous security audit was conducted in 2023 and the next one is expected after five years. The safety audit was last conducted in 2018 and Sri Lanka is preparing for the next assessment. This assistance was intended to help our officers understand the new requirements and improve their performance.
Was this team conducting an official ICAO audit?
No. This was a technical assistance and training exercise, not an official audit. If the ICAO conducts a formal audit, the timing is not necessarily disclosed in advance. The audit would be carried out by the relevant ICAO team and it would assess whether the State meets international aviation safety requirements.
If significant safety concerns are identified, the ICAO can raise them formally. We have seen the consequences of such concerns in countries such as Pakistan, Bangladesh, and Nepal. My intention was to strengthen Sri Lanka’s performance and take the score above 90.
What score did Sri Lanka obtain, and what are you hoping to achieve?
Sri Lanka obtained 88 for safety. I want to improve that to more than 90. The maximum score is 100. Singapore has a score of 99, but within this region Sri Lanka is performing better than India and Pakistan.
What were Sri Lanka’s previous audit results, and what score are you aiming to achieve in the next audit?
The previous safety audit result was 88. There are two types of audits: safety audits and security audits. In the security audit, Sri Lanka had a score of 92. My objective was to improve the safety audit result and achieve a score higher than the previous 88.
I referred to the Maldives and said that its score was around 90 in the comparison being discussed. I said that Sri Lanka remained among the highest-performing countries in the region. The goal was to improve our score by preparing for the current protocol questions and addressing the changes in international aviation standards.
How did you secure the ICAO’s support for the technical assistance programme?
The ministry also supported the initiative. The Deputy Minister and I visited the ICAO Asia-Pacific Regional Office after attending the ICAO General Assembly in Montreal last year. We asked for assistance to improve Sri Lanka’s performance at the next audit. The Regional Director agreed to support Sri Lanka. I asked him to send a team so that our officers could receive training and guidance.
Were there any major safety concerns identified during the exercise?
Sri Lanka has not experienced an international aircraft crash of the kind seen in some other countries. We are doing reasonably well, but there are areas that need improvement. One important recommendation concerns retaining qualified personnel by offering better remuneration.
Did the team identify staff retention as a concern?
Yes. Qualified aviation professionals are leaving because remuneration in Sri Lanka is not competitive with what they can earn overseas. This affects pilots and air traffic controllers, among other specialised personnel. If we want to retain experienced people, we must look at their salaries and working conditions.
How many areas will be covered in the next ICAO audit, and how is Sri Lanka preparing?
The previous audit covered eight areas. This time, nine areas will be assessed. These include aerodromes, accident investigation, aviation safety, and other regulatory and oversight functions.
The Government has appointed a National Audit Steering Committee to coordinate preparations. It includes the Ministry Secretary, the Director General of Civil Aviation, board representatives, the Chairman, and representatives from the intelligence services and the Legal Draftsman’s Department, as well as representatives from Airport and Aviation Services and SriLankan Airlines. All relevant sections are preparing for the assessment.
Which new airlines are seeking approval to operate in Sri Lanka?
There are several airlines interested in expanding their operations to Sri Lanka. Discussions have taken place with prospective operators, including British Airways, Jetstar, and Vietnam Airlines, among others. There is also interest from a French low-cost airline.
Has the CAASL issued a Foreign Air Operator Certificate (FAOC) to Ukraine’s Supernova Airlines for non-scheduled cargo flights to Colombo?
Yes. The FAOC has already been issued. The required process has been completed and there are no outstanding requirements in that case.
Victory Aircraft Engineering Company recently received initial approval as a maintenance organisation and line station approval to conduct aircraft line maintenance at the Bandaranaike International Airport (BIA). Was this approval granted following a competitive procurement process?
Procurement and commercial agreements are not handled by the CAASL. We do not select companies for commercial operations or enter into their business arrangements. Our responsibility is to determine whether an applicant meets the regulatory and safety requirements to operate as an aviation engineering service provider.
Victory Aircraft Engineering had applied for approval some years ago but had been unable to complete all the requirements. It has now fulfilled the necessary conditions and the authority has issued the relevant approval.
Does the CAASL decide which companies can provide aircraft maintenance services at the BIA?
We do not select companies or bring them on board. We assess applications and grant approval when the regulatory requirements are met. Any company that wishes to establish an aviation engineering service in Sri Lanka can apply, provided it meets the requirements under the law. There are other approved operators, including Blue Skies Aviation, Spark Air, SriLankan Airlines, and Fits Aviation. They operate under the relevant approvals and regulatory requirements.
How did discussions begin with China’s EHang on introducing electric Vertical Take-Off and Landing (eVTOL) aircraft in Sri Lanka?
The initiative came through the ICAO’s Regional Office. During discussions with Regional Director Tao Ma, Sri Lanka was identified as a country with relatively strong safety and security standards and was recommended for the introduction of this emerging technology. The project concerns Advanced Air Mobility (AAM), including passenger-carrying drones. These are electrically powered aircraft capable of vertical take-off and landing.
Why was Port City Colombo selected for the initial demonstration?
The initial demonstration is planned for a designated area within Port City. There are restrictions in other parts of Colombo’s airspace, including areas around important Government locations. Port City provides a limited area in which the technology can be demonstrated under controlled conditions.
What type of aircraft is being considered, and how many passengers can it carry?
The initial aircraft is designed to carry two passengers and has an estimated range of about 25 km. It is fully electric and operates autonomously. The concept is to provide a new mode of transport, similar to an air taxi.
The technology is already being used or tested in countries such as Singapore, Thailand, and Vietnam. The aircraft is expected to be part of a new generation of urban transportation.
Has the CAASL granted the necessary approvals for the eVTOL demonstration?
The regulatory and technical discussions have been taking place, and the arrangements for the initial demonstration are being worked out. The technology requires an appropriate framework because it is different from conventional aircraft operations. We are looking at how it can be safely integrated into Sri Lanka’s aviation system.
Did EHang approach the CAASL independently, or was the company selected by the Government?
The initiative was projected through the ICAO Regional Director’s Office and accepted by the Government. The company came forward with the technology. This is not simply a commercial selection by the CAASL We are examining the regulatory arrangements required to introduce the technology.
When will the service become commercially operational?
The initial launch and demonstration are planned first. Commercial operations would come at a later stage, with next year mentioned as the anticipated timeframe. The discussions on how the service could be introduced to the public are continuing.
What would be the expected cost of using such a service?
The proposed service is expected to be considerably cheaper than helicopter transport. An indicative figure discussed was around $ 50 for a journey of approximately 25 km. The idea is to offer an alternative form of transport within Colombo and eventually expand the concept.
Would the aircraft operate without a control system because they are autonomous?
They are autonomous aircraft, but an appropriate system for managing their operations is still required. Sri Lanka needs to develop a low-level air traffic management framework for this type of operation. It is a new technology and the regulatory arrangements must be established accordingly.
Could this technology eventually be used as a public transport service beyond Colombo?
The long-term idea is to develop a new form of air transportation. Sri Lanka has limitations in operating conventional domestic air services because of the relatively short distances between destinations and the cost of operating aircraft.
In countries such as India, governments sometimes use viability-gap funding, under which the government supports the cost of unoccupied seats to make domestic air services commercially sustainable. I have also introduced proposals relating to this type of support for domestic aviation. The use of ATR aircraft is among the options being considered.
What safeguards prevent political influence or commercial pressure from affecting decisions on pilot licensing, airline certification, and aircraft maintenance approvals?
The CAASL has regulatory procedures that applicants must follow. Our responsibility is to assess whether the requirements are met. We do not conduct business activities or make commercial decisions on behalf of operators.
How many significant safety deficiencies remain unresolved across Sri Lanka’s aviation industry?
When I took over, the industry had raised around 52 issues. These included matters relating to aircraft fuel, maintenance, and pilot licensing. I have worked to resolve them and the industry can now raise its concerns with the relevant sections and receive responses.
Has the CAASL established a mechanism to deal with passenger complaints and requests?
We have established a committee and a special portal to facilitate complaints and requests from passengers. The process involves working with the airlines and the relevant parties to help resolve issues.
The Morning is Sri Lanka’s foremost national news brand, delivering timely insights across politics, current affairs, sport, and entertainment. Stay informed with The Sunday Morning, The Daily Morning, and The Morning Online.
Developed by Derana Macroentertainment (Pvt) Ltd.
Copyright ©2023 Liberty Publishers (Pvt) Ltd. All Rights Reserved.
Loading comments…