AAI Data Questions Viability of India's Regional Airport Network

The state of India’s regional airport network is facing sharp scrutiny. Data from the Airports Authority of India (AAI) shows concerning trends in air traffic. Around one-fifth of 143 domestic-only airports recorded very low domestic flight movements. These facilities averaged two or fewer aircraft movements per day between April and November 2025.

This data prompts aviation experts to question the viability of airport infrastructure. It also raises doubts about the Regional Connectivity Scheme effectiveness. The scheme, known as UDAN (Ude Desh ka Aam Naagrik), was designed to link unserved and underserved routes.

The Stark Numbers

As many as 29 airports recorded no more than 480 flights over the eight-month period. This equates to an average of just two movements daily. Raising the bar slightly to three movements a day swells the number to 40 airports.

Five airports registered zero domestic flight movements during this time. These facilities are Tezpur, Azamgarh, Pakyong, Shravasti, and Kanpur (civil). In November alone, nine airports saw no domestic flights whatsoever. Many of these facilities were constructed under the RCS umbrella.

Case Studies in Low Performance

Several key regional airports showed a significant lack of traffic. Shimla, a popular tourist destination, saw flight movements halve. It logged just 385 movements, averaging about one flight on many days. Kushinagar airport, inaugurated in 2021, registered only six movements in eight months. This is a sharp drop from 44 flights recorded the previous year. Lack of supporting infrastructure diverted traffic to nearby Gorakhpur.

Kota, a major trading and educational hub, saw its movements halve to 30 flights. Moradabad, known for brassware, managed only six flights, a 92 per cent fall. This was attributed to weak passenger demand and the limited appeal of turboprop aircraft. Ludhiana, a major industrial city, averaged just one flight movement daily. Its performance was constrained by a small airport size and a limited route network.

Questioning the UDAN Scheme's Viability

The UDAN scheme was launched in 2016 to boost regional air travel. It uses Viability Gap Funding (VGF) to support airlines on less profitable routes. Airfares are also capped to ensure affordability for the masses.

While UDAN has operationalized over 600 routes, its long-term success faces challenges. Emerging issues include low route viability due to poor passenger demand. Delays in VGF payments and infrastructure gaps also create financial stress for airlines. This highlights a disconnect between infrastructure creation and sustainable demand.

Regional carriers, like those operating smaller aircraft from manufacturers such as Airbus, are most affected. For the aviation industry, these numbers signal a need for strategic re-evaluation.

Industry Impact and Outlook

The low usage at these airports presents a significant challenge to the viability of airport infrastructure investment. Building and maintaining airports with minimal traffic is financially unsustainable.

• Risk: Continued low traffic could lead to the closure or mothballing of newer facilities.
• Challenge: The government must address the core issues of passenger demand and supporting ground infrastructure.
• Opportunity: Re-evaluating the route allocation process could focus VGF on truly viable routes.

This situation contrasts with the overall growth in India's aviation sector. Overall domestic passenger traffic increased by 2.6% from April to November 2025-26. Major domestic carriers like IndiGo continue to see strong passenger growth.

Experts suggest a revised strategy is needed for unserved and underserved routes. This is crucial to ensure the UDAN scheme fulfills its mandate. For more commercial aviation news and analysis, visit [flying.flights].