How Safe Are India's Skies When Nearly 400 Aircraft Show Recurring Problems?

The Indian government revealed troubling figures in Parliament that raise questions about aviation safety standards across the country's commercial fleet. Speaking in Lok Sabha on Thursday, Minister of State for Civil Aviation Murlidhar Mohol disclosed that 377 aircraft operated by various scheduled airlines have been flagged for recurring defects during the period spanning from January last year through February 3 of this year.

IndiGo Bears the Largest Burden

The data presented to Parliament painted a concerning picture of maintenance challenges facing India's largest carrier. IndiGo, which dominates the domestic aviation market, had 405 aircraft undergo analysis for repetitive defects. Of these, 148 aircraft were identified as having recurring problems as of February 3 this year. This means that more than one-third of the analyzed IndiGo fleet showed patterns of repeated technical issues.

Air India's Fleet Shows Even Higher Defect Rates

The situation appears more severe for Air India, where the proportion of affected aircraft is considerably higher. Out of 166 Air India aircraft that underwent scrutiny for repetitive defects, a staggering 137 were identified as problematic. This represents more than 82 percent of the analyzed fleet showing recurring maintenance concerns. Meanwhile, Air India Express, the low-cost subsidiary, had 54 aircraft identified for repetitive defects from a total of 101 aircraft analyzed, marking just over half of its examined fleet.

Smaller Carriers Also Face Challenges

SpiceJet's analysis revealed that 16 planes out of 43 aircraft examined showed repetitive defects. The relatively newer carrier Akasa Air, despite operating a younger fleet, had 14 aircraft identified for repetitive defects out of 32 aircraft analyzed, indicating that even modern aircraft require constant vigilance.

Regulatory Response and Oversight Measures

The Directorate General of Civil Aviation has responded to these safety concerns with an extensive surveillance program. During the previous year, the aviation safety regulator conducted 3,890 surveillance inspections alongside 56 regulatory audits. Additionally, DGCA carried out 84 surveillance operations on foreign aircraft and performed 492 ramp checks as part of its planned oversight activities. Beyond these scheduled measures, the regulator also undertook 874 spot checks and 550-night surveillance operations as unplanned surveillance activities.

Addressing Future Safety Through Staffing

Recognizing the challenges ahead, Minister Mohol informed Parliament about significant structural changes within DGCA to strengthen its regulatory capacity. In 2022, the organization had 637 sanctioned technical posts. However, acknowledging the need to address anticipated manpower shortages, DGCA underwent restructuring that increased the number of sanctioned technical posts to 1,063, representing a 67 percent expansion in its technical workforce capacity to ensure more robust oversight of India's growing aviation sector.

With Inputs from NDTV

On the eve of the Singapore Airshow — Asia's largest aviation event, running February 3–8 — a stark warning echoed through the Changi Aviation Summit. Willie Walsh, director-general of the International Air Transport Association (IATA), laid bare an uncomfortable truth: the global airline industry's flagship goal of achieving net zero emissions by 2050 is quietly slipping out of reach.

A 2021 Promise Now Under Pressure

In 2021, IATA's roughly 350 member airlines collectively adopted the net zero by 2050 target — an ambitious pledge to curb aviation emissions, which account for 2% to 3% of the global total. The roadmap leaned heavily on two pillars: timely access to fuel-efficient new aircraft and a steady supply of SAF. Both are now buckling under pressure.

The Cracks Begin to Show

Speaking to Reuters TV on Monday, Walsh acknowledged the strain openly. Prolonged use of older planes and a SAF shortfall were driving up costs across the industry. Supply chain disruptions, maintenance bottlenecks, and soaring engine-part prices were widening the gap between airlines' thin margins and supplier profits.

"If I'm honest, I don't think it's got worse, but I see very little evidence of it getting better," Walsh stated plainly.

The Partnership Myth — Shattered

Perhaps the most striking moment came when Walsh turned his focus squarely on the engine makers and planemakers. Challenging the collaborative image often projected at industry events, he fired back at the notion of shared goals.

"It annoys me when I hear (engine makers) talking about partnership and partners. They're not our partners," he said bluntly — a rare and pointed remark that laid the three-way supply dispute between airlines, engine makers, and planemakers fully in the open.

Engine makers have defended their pricing, arguing that developing next-generation jet engines demands fair returns — noting that every drop of fuel saved delivers compounding environmental benefits across an aircraft's decades-long life.

Could Net Zero 2050 Be Abandoned?

The question on everyone's lips was whether IATA would hold firm. Walsh, while cautiously optimistic, left the door ominously open. Asked whether member airlines would reaffirm their commitment at IATA's June meeting, he responded candidly.

"It could well be the case that our member airlines will say that they can no longer commit to net zero in 2050," he acknowledged.

Green Goals vs. Shifting Politics

Walsh also pushed back against suggestions that airlines were losing appetite for climate action — particularly amid the retreat from green policies in the United States. While admitting short-term pressure had eased in some regions, he insisted the long-term outlook remains unchanged.

"Longer term, everyone I speak to still believes that there is a challenge there," he said. "The question is how are we going to do it?"

The skies may still be open — but the road to net zero just got a lot bumpier.

With Inputs from Reuters

India's anti-trust watchdog, the Competition Commission of India (CCI), has begun a formal assessment of IndiGo, the country's largest airline, to determine whether the carrier indulged in anti-competitive business practices. The probe was set in motion following massive flight disruptions that rocked the nation's skies in early December 2025, raising serious questions about how dominant players wield their power in a deregulated market.

What Triggered the Scrutiny?

The disruptions of December 2025 caught both passengers and regulators off guard. In the aftermath, the CCI moved swiftly — on December 23, 2025, the watchdog formally sought a range of critical data from the Directorate General of Civil Aviation (DGCA). The information requested was extensive: details on passengers carried, route allocations, market share, and average airfares across all scheduled airlines in the country.

DGCA Delivers the Data

The DGCA complied promptly. On January 13, 2026, the aviation regulator handed over the requested information to the CCI, setting the groundwork for a deeper investigation. Minister of State for Civil Aviation Murlidhar Mohol confirmed this timeline in a written reply to a question raised in the Rajya Sabha on Monday. He further assured Parliament that the government would continue to review regulatory frameworks and policy measures as required to protect consumers and ensure fair market practices across the aviation sector.

What Is the CCI Actually Looking For?

The CCI's process follows a structured, two-step approach. First, the watchdog conducts a prima facie assessment — an initial evaluation to determine whether there is enough evidence to suggest a violation of competition norms. At present, that is exactly where things stand in the IndiGo case. The CCI is carefully examining whether the airline abused its dominant market position in any way that undermines fair competition.

If the CCI finds sufficient grounds at this stage, it will escalate the matter to a full-scale, detailed probe conducted by its Director General. That investigation would dig deeper into route allocation strategies, pricing patterns, and capacity deployment decisions.

A Deregulated Sky — But With Rules Still in Place

India's aviation sector operates under a deregulated framework, meaning airlines are free to choose routes and deploy flights based on commercial viability and market logic. However, this freedom is not without boundaries. Regulators remain vigilant to ensure that dominant players do not exploit their position at the expense of smaller competitors or consumers.

The outcome of the CCI's assessment of IndiGo is expected to send a strong signal about how seriously India intends to police its skies.

When a century-old British engineering firm decides to establish a wholly-owned subsidiary in your country, it's more than just another business transaction—it's a powerful vote of confidence in your nation's future. Jewers Doors, the family-run British company behind some of the world's most complex aircraft hangar door systems, has just made exactly that statement about India's aviation sector.

A Strategic Bet on India's Aviation Future

The establishment of this Indian subsidiary represents far more than market expansion for Jewers Doors. Managing Director Chris Jewers made clear that this move aligns directly with Prime Minister Narendra Modi's "Make in India" and "Atmanirbhar Bharat" initiatives, signaling the company's intention to invest in local manufacturing capabilities, skills development, and long-term partnerships across both civil and defence aviation sectors. India is being positioned not merely as another market, but as a center of excellence for South Asia and the broader region.

The British High Commission in India warmly welcomed the announcement, with Deputy Trade Commissioner Jaya Choraria highlighting how this investment strengthens the UK-India partnership. She noted that the timing is particularly significant, coming after the landmark UK-India Free Trade Agreement signed in July 2025, which is expected to further boost industrial collaboration between the two nations.

Built on Trust and Proven Performance

What makes Jewers Doors' commitment particularly meaningful is that it springs from demonstrated success rather than speculative opportunity. The company's most prestigious Indian project—designing and manufacturing the largest aircraft hangar door in the country for the VVIP fleet serving India's highest officials—is currently under execution. This landmark assignment for the INDIA 1 VVIP Squadron represents one of the most sensitive and demanding aviation infrastructure projects anywhere globally, requiring uncompromising standards in security, precision, and reliability.

This project became the defining experience that shaped Jewers Doors' vision for deeper Indian engagement. When a company earns the trust to handle such mission-critical infrastructure for a nation's leadership, it speaks volumes about their engineering capability and execution discipline.

A Legacy Spanning Generations

Founded in 1983, Jewers Doors carries forward the Esavian brand heritage that stretches back over a century, making it among the most enduring names in large-scale aviation infrastructure. Operating from a modern sixty-thousand-square-foot facility in Bedfordshire, the company has delivered bespoke door solutions to airline maintenance facilities, defense forces, royal families, and heads of state across every continent. Their product range encompasses everything from the renowned Esavian 126-SBR and 400 Series aircraft hangar doors—capable of unlimited width and height—to specialized acoustic, blast-resistant, and high-security doors for defense installations.

As India positions itself to become one of the world's largest aviation and maintenance hubs, Jewers Doors sees the country as a strategic cornerstone of its Asia-Pacific growth, committed to supporting India's next generation of aviation infrastructure with British engineering excellence adapted to Indian conditions.