Turbulent skies – The Hindu

In the last decade, Indian skies have become busier than ever before. The country has become the world’s third-largest domestic aviation market, driven by rapid economic growth, increasing middle-class travel and expanding regional connections. However, while the number of airports has increased, the number of airlines has decreased, making IndiGo almost synonymous with air travel in India.

According to government data, the number of operational airports increased from 74 in 2014 to 163 in 2025. The government has set an ambitious target to expand this network to 350-400 airports by 2047. Aviation has also become one of the fastest growing sectors of the economy, contributing not only through air transport services but also by increasing tourism, trade, logistics and manufacturing.

However, the structure of the market is becoming increasingly concentrated. According to the Directorate General of Civil Aviation (DGCA), IndiGo currently has a dominant share of 65% in the domestic market. Air India Group, consisting of Air India and Air India Express, holds a 26% stake, while Akasa Air holds a 5% stake, maintaining its position as the third largest domestic carrier. While SpiceJet has a share of just 2%, all other airlines together make up the remaining 2%.

Many national and regional carriers are struggling to survive in what is often described as the world’s fastest-growing aviation market. The collapse of Jet Airways earlier and Go First in May 2023 further accelerated consolidation, allowing IndiGo to expand its footprint significantly.

However, this dominance has come under scrutiny following the recent mass cancellation of IndiGo flights, causing widespread disruptions to air traffic across the country. Regulators observed that the airline failed to adequately manage its operational resources, including aircraft availability and pilot crew scheduling.

In response, officials decided that IndiGo’s approved winter schedule should be reviewed and shortened by at least 10%. The current show cause notice given to the airline will be modified and a new notice will likely be issued. The situation will continue to be reviewed periodically for additional actions deemed necessary.

The issue was also raised in the Rajya Sabha on December 8, with Civil Aviation Minister K. Ram Mohan Naidu saying the government would take “very, very strict action” against IndiGo to “set an example” for the industry. Speaking during Question Hour, the Minister said the outage was due to IndiGo’s internal mistakes, particularly its failure to manage crew availability and duty rosters.

“We are not getting over this situation easily. We are investigating. We will take very, very strict measures not only for this situation but also to set an example,” he said.

Mr. Naidu also outlined the implementation of the revised Flight Duty Time Limitation (FDTL) norms, which were introduced following the Supreme Court’s order in April 2025. Of the 22 guidelines, 15 were implemented starting July 1, and the remaining seven were implemented starting November 1. He emphasized that the rules were framed after extensive consultations with all stakeholders, including IndiGo, and should be followed “without any compromise on security”. The updated FDTL norms represent a significant tightening of crew scheduling regulations. Pilots are now required to rest 48 hours a week, compared to the previous rule of 36 hours, and night landings are limited to two hours, down from the previous six.

IndiGo airline chairman Vikram Singh Mehta, in his message to air passengers, rejected claims that the crisis was planned and that the airline was trying to influence the government on the revised Flight Duty Time Limitation (FDTL) rules.

flight safety

While airlines argue that these measures disrupt staff planning and aircraft utilization, especially in hubs with busy night operations, pilot unions argue that the caps are necessary to reduce cumulative fatigue and increase flight safety.

Financial data highlights the stark contrast across the sector. IndiGo was the only major airline to make a profit in the financial year 2024-25, earning ₹7,253 crore, the Ministry of Civil Aviation said in a written response. Air India reported a loss of ₹3,976 crore, Air India Express ₹5,832 crore, Akasa Air ₹1,986 crore and Alliance Air ₹691 crore. While SpiceJet too remained in the red with a loss of ₹56 crore, regional carrier Star Air was a rare exception, posting a modest profit of ₹68 crore. Air India is currently undergoing a major transformation after being taken over by the Tata Group in 2022; Go First, meanwhile, remains in place after suspending operations in 2023 due to severe financial stress.

Meanwhile, IndiGo continues to plan aggressively for the future. The airline has placed a firm order for 500 Airbus A320 Family aircraft; this was the largest single aircraft order ever placed with Airbus by any airline. These deliveries, planned between 2030 and 2035, will further strengthen IndiGo’s scale and long-term growth prospects.

Amid regulatory actions, IndiGo said operations have stabilized. The airline, which has demonstrated “sustained operational normalization” over the past five days, said it was operating more than 2,050 flights per day under its revised, scaled-back schedule in line with government directives. According to an IndiGo spokesperson, all 138 operational destinations remain connected and on-time performance has returned to normal levels.

As India’s aviation sector continues its rapid expansion, the current chapter highlights the challenges of balancing growth, safety, competition and accountability in an increasingly consolidating market.

It was published – 14 December 2025 01:54 IST