Quick evacuation of casualties from natural disasters, such as the destructive 2009 tsunami in Samoa, compelled local authorities to propose the building of a small airport at Ti'avea.

Longtime Samoa resident, Michael Anderson, told the Samoa Observer that he was the Project Manager at that time when discussions were first held for the construction of a small airfield to enable authorities to evacuate casualties.

"As regards Ti’avea, the concept of an airport more or less originated as a result of the Aleipata Post Tsunami Relief Project for which I was the project manager,” Mr. Anderson told the Samoa Observer.

"This project came about due to the destruction of large areas of the very low Aleipata/Lalomanu coastal road by the 2009 tsunami, greatly restricting rescue operations and involved construction of higher level roads and escape routes above any possible sea damage.”

Mr. Anderson said in the absence of any helicopters at that time, there were suggestions that having a small airport similar in size to Maota in Savai’i, could be the answer.

"In the absence of any helicopters at the time, allowing quick evacuation of casualties to the hospitals.

“It was suggested that a small airport, something similar to Maota, built in the area would be desirable to assist this and to have some tourist potential, although this was not part of the original project scope.”

However, his involvement with the project soon ceased and he said he was not aware of any subsequent decisions later to commit funding to the project.

"I ceased involvement shortly thereafter and am not aware of the subsequent decisions, which have seen a most significant growth and the commitment to such a large amount of money, although I assume these were well founded based on a feasibility study and geological testing of the site. 

“There are perhaps some similarities with the first Faleolo regional and the current Ti’avea.”

Mr. Anderson added that he is of the opinion that the proposed airport cannot take on jet aircraft for two reasons including the runway’s length. 

"The airport would certainly not be able to operate jet aircraft as presently being built and in fact what class of aircraft could use it is governed by the factors outlined in your article and I doubt this was ever Government’s intention," he said. 

"Another factor not mentioned is runway strength. Every runway has a Load Classification Number (L.C.N) determined by independent testing and every aircraft type has a minimum L.C.N by regulation below which it is not allowed to operate or else insurance is invalidated, plus other penalties. 

“As per the original Faleolo airport a design aircraft or class which it is desired to use is usually specified.” 

When asked what he thought of the proposal to reopen the Fagalii airport, Mr. Anderson said the now disused aerodrome has its limitations.

"Fagalii is quite safe if allowance for its physical limitations is made and given that the pilots using it are very familiar with its use,” he said. 

“In very bad weather a safe diversion to Faleolo can be made which has all the aids needed to land in almost any weather.”

Asked if it possible for the Government to find another site to relocate Fagalii airport to, he said it would be difficult and he does not see the practicalities going down that path.

"The only possibility, if it was to be anywhere near Apia, would be in the lagoon or on the reef which could give a good airport but with severe environmental damage and high cost. “All the land areas are intensely covered with houses.”

Mr. Anderson was a senior design and management team member for the first Faleolo airport development work in the early 1970s, the airport’s construction to international standard in 1984 and upgrading work in 1999.