India's Carbon Reporting Mandate Is Coming — And It Could Reshape International Aviation

The Directorate General of Civil Aviation is preparing to introduce a sweeping emissions reporting mandate that would require both Indian and foreign airlines operating international routes to declare data covering at least 90 per cent of their annual carbon emissions from operations at all international airports in India.

A Level Playing Field in the Skies

Officials familiar with the development say the move is designed to prevent economic distortion and ensure competitive parity across all operators — domestic and foreign alike. The proposed rule would make emissions transparency a non-negotiable baseline for any carrier serving India's international network.

CORSIA: The Global Framework Driving India's Hand

The proposed mandate sits squarely within India's larger effort to align with the Carbon Offsetting and Reduction Scheme for International Aviation, or CORSIA — the ICAO-backed global framework compelling airlines to offset and reduce their carbon footprint on international routes. With CORSIA's mandatory phase commencing on 1 January 2027, India is moving to put its compliance architecture in place well ahead of the deadline.

The SAF Consultation That Started It All

Last week, Union Civil Aviation Minister Ram Mohan Naidu chaired a high-level stakeholder consultation on Sustainable Aviation Fuel, drawing officials from the Ministries of Civil Aviation, Petroleum and Natural Gas, and Environment, Forest and Climate Change, alongside DGCA, Bureau of Indian Standards, Bureau of Energy Efficiency, airlines, airport operators and Oil Marketing Companies.

The Minister confirmed that India has formally committed to CORSIA's SAF blending targets — one per cent blending in Aviation Turbine Fuel for international flights by 2027, two per cent by 2028, and five per cent by 2030. The consultation focused heavily on how prepared the country currently is to meet even the first milestone.

Domestic Refineries on the Cusp of Readiness

On the production front, the news is cautiously promising. Oil Marketing Companies are actively collaborating to scale up domestic SAF output, with refineries at Panipat and Mumbai described as being in the final stages of readiness. The government has simultaneously signaled its intention to bring private industry into the manufacturing fold, widening the supply base beyond public sector players alone.

Policy, Registry, and the Road to 2027

The consultation also reviewed the development of a national SAF registry, along with certification, accounting, and reporting frameworks aligned with ICAO and CORSIA requirements. India's draft SAF policy is now in its concluding stages, with officials emphasizing that the initial one per cent blending target must be achieved in a cost-effective manner — one that does not unnecessarily burden passengers or airlines.

What This Means for Aviation's Future in India

Taken together, the emissions reporting requirement and the domestic SAF push represent India's twin-track approach to CORSIA compliance — one focused on measurement and accountability, the other on supply and sustainability. As the 2027 deadline draws closer, the pressure on carriers, refiners, and regulators alike to deliver is only going to intensify.

India's civil aviation regulator and infrastructure body have been sounding the alarm for years: the country simply does not train enough pilots domestically to sustain its own growth. In a significant step toward addressing that gap, the Airports Authority of India completed a full tender cycle for 11 new Flying Training Organization slots across seven of its airports, under an e-tender round launched in February 2026. Technical bids were opened on 30 April 2026, financial bids followed on 22 May 2026, and AAI has since confirmed the process was successful across all sites.

Why the Urgency? India Needs 30,000 Pilots in a Decade

The scale of the challenge is formidable. The Ministry of Civil Aviation estimates India will require between 30,000 and 31,800 additional pilots over the next ten years. Indian carriers are expected to induct around 500 aircraft within the next five years alone, while the country's airport network is projected to expand by 50 more airports. As of April 2026, India operates 41 DGCA-approved FTOs functioning across 63 flying bases — a number that AAI has explicitly warned is insufficient to meet accelerating demand without faster domestic expansion.

A Pattern of Expansion: From 2021 to 2026

This is not AAI's first attempt at scaling up. In 2021, nine FTO slots were awarded across five airports. The following year, six more slots were allotted at five additional airports. Beyond tenders, the AAI Board had also approved land allotments on a card-rate basis for 25 years at 20 airports to stimulate FTO development organically. The 2026 tender round builds directly on that trajectory.

What the 11 New FTOs Will Actually Deliver

The newly awarded facilities are projected to bring 60 to 70 training aircraft into operation in their initial phase, scaling to a combined fleet of 110 to 120 aircraft at full capacity. Multiple simulators and training devices are also part of the plan. In terms of throughput, the initial phase is expected to produce 400 to 500 aviation professionals annually — cadets and technical trainees combined. At full maturity, that output could rise to approximately 1,500 professionals per year, with a core yield of 700 to 750 trained cadets and trainees.

The Licensing Numbers Confirm the Momentum

India's domestic licensing data supports the case for expansion. CPL issuances grew from 640 in 2018 to 1,628 in 2024. In one recent year, DGCA also issued 615 CPLs to foreign-trained cadets alongside 2,309 fresh Student Pilot Licenses — a reflection of surging domestic enrolment that now needs corresponding domestic infrastructure to absorb it.

By anchoring new FTOs at regional airports, AAI aims to make ab-initio training more accessible, reduce overseas training expenditure, and put underutilized airport infrastructure to productive use — quietly but meaningfully reshaping where India's future pilots learn to fly.

Singapore Airlines (SIA) posted a record quarterly revenue of USD 5.71 billion for the first quarter of FY2026/27 — yet walked away with a net loss of USD 76 million. The paradox is almost entirely explained by one word: fuel.

The Numbers Tell Two Stories at Once

The SIA Group carried a record 10.9 million passengers between April and June 2026, up 6.3 per cent year-on-year, with passenger revenue climbing 18.6 per cent to USD 4.58 billion. Cargo revenue surged 33.5 per cent to USD 708 million, driven by semiconductor and data centre-related freight movements. Group revenue rose 19.3 per cent to a historic USD 5.71 billion.

And yet, the Group's net loss deepened by USD 262 million compared to the same quarter last year, with operating profit collapsing 73.8 per cent to USD 106 million.

The Culprit: A Middle East Conflict and Its Fuel Surge

The Middle East conflict that erupted on February 28, 2026 sent jet fuel prices into a sharp upward spiral. Because aviation fuel is typically priced on a lagged basis, the full impact landed squarely on SIA's April–June books. Gross fuel cost more than doubled — a 118.7 per cent increase — on a combination of elevated prices (USD 1.46 billion) and higher consumption (USD 42 million). Net fuel cost rose 78.5 per cent to USD 2.25 billion, accounting for the bulk of total Group expenditure of USD 5.61 billion. A fuel hedging swing from a USD 60 million loss last year to a USD 376 million gain this year offered partial relief, but not nearly enough.

SIA and Scoot have adjusted fares and cargo rates in response, though the airline acknowledged these measures only partially offset the cost pressure. A prolonged conflict, it warned, could further disrupt supply chains and global trade.

Air India: Progress and Patience

Among the quarter's notable developments was SIA's deepening commitment to Air India. The Group's 25.1 per cent strategic stake — held alongside Tata Sons — contributed a USD 42 million share of losses this quarter, widening the net loss impact year-on-year. Despite this, SIA reaffirmed the partnership as a key pillar of its multi-hub strategy, citing tangible progress in Air India's fleet renewal, aircraft retrofit, and service enhancement programmes. SIA and Air India have also agreed to expand codeshare arrangements, deepen network connectivity, and collaborate on loyalty programmes, with rollouts expected across the remainder of 2026.

Looking Ahead

Demand for air travel remains robust, SIA said, and the Group's dual-brand portfolio — Singapore Airlines for premium travelers, Scoot for cost-sensitive segments — provides the flexibility to adjust capacity as demand patterns shift. Backed by a strong balance sheet and digital capabilities, SIA said it will continue investing in service excellence and network expansion to defend its competitive position through the turbulence.

The record revenue is real. So is the pressure.

Earlier this month, the United States Federal Aviation Administration issued an airworthiness directive targeting certain Boeing 787-8, 787-9, and 787-10 aircraft — not over engines, avionics, or structural fatigue, but over something far more tactile: door assist handles. Reports had surfaced of these handles detaching from their mounting points during routine pre-flight inspections, prompting the FAA to act swiftly.

The regulator's concern was pointed. A detached door assist handle poses a direct risk of injury to passengers, crew, or maintenance personnel during normal door operation. More critically, in an emergency evacuation scenario, a failed handle could slow or completely hinder an otherwise orderly exit — a scenario where seconds determine outcomes.

What the FAA Is Asking Airlines to Do

To resolve the issue, the FAA directed all operators of affected 787 variants to install redesigned retaining components on support brackets. Depending on the specific aircraft model, operators are also required to physically inspect each door assist handle, carry out corrective actions where deficiencies are found, and install identification markings or placards on certain assemblies — ensuring better traceability going forward.

Air India's Response: Phased, Methodical, and Already Underway

Sources familiar with the matter confirmed to reporters that Air India has already begun implementing the mandated modifications across its Boeing 787 Dreamliner fleet. The airline is proceeding in phases and has completed the required changes on several of its older Dreamliners. The exercise is described as fully precautionary, with no impact on current flight operations or passenger safety.

Air India currently operates 35 Boeing 787 Dreamliners — 26 legacy 787-8s and nine 787-9s. Of the nine 787-9s, three were acquired directly by Air India, while six entered the fleet following the Vistara merger. The carrier's overall fleet stands at 185 aircraft, spanning both narrow-body and wide-body operations.

While the exact number of Air India's Dreamliners falling under the FAA directive has not been publicly disclosed, sources confirmed the airline is fully aware of all requirements and is executing the changes in strict accordance with the regulator's instructions.

The Bigger Picture

The episode underscores a broader truth about modern aviation safety: the most consequential fixes are often the quietest ones. A door handle is not a headline — until it is. Air India's proactive compliance, before any incident occurs, reflects precisely the kind of operational discipline that regulators expect from major international carriers.

In June 2025, Arun Bansal, CEO of Adani Airport Holdings, wrote to the Airports Authority of India with an unusual request — lift the clause that bars the operator of Mumbai Airport from holding more than a 10% stake in a scheduled airline. The letter, reported by The Economic Times, also urged that similar restrictions be removed from future airport concession agreements.

The reasoning was pointed: Adani Defense & Aerospace, a wholly owned subsidiary, was evaluating an airline as a logical extension of an aviation ecosystem that already spans eight airports, pilot training, ground handling, and maintenance, repair and overhaul services.

The Case Adani Made

Bansal's letter framed the proposal as a pro-competition move. With IndiGo and Air India commanding close to 90% of the domestic market, he argued that a new, well-funded airline would sharpen competition, extend connectivity to underserved Tier-2 and Tier-3 cities, and reduce the kind of systemic risk that played out in December when IndiGo's operational disruption led to the cancellation of over 3,000 flights.

Adani also offered safeguards — governance structures, ring-fencing, and a commitment to non-discriminatory access for all airlines at its airports.

A Denial That Raised More Questions

The proposal landed in public view through media reports. Adani Enterprises promptly denied having any airline plans. What the company did not explain was why it had earlier told stock exchanges the same thing, while the group's letter to the AAI laid out a very different picture.

The inconsistency drew attention — and kept the story alive.

The Embraer Connection

Behind the airline idea sits another layer of strategy. The group's reported interest in launching a carrier is tied to its plans for an aircraft manufacturing facility with Brazilian aerospace firm Embraer. A captive airline, the thinking goes, could generate the initial aircraft orders needed to give that facility commercial momentum.

IndiGo Hits Back

The sharpest reaction came from IndiGo's founder and Managing Director Rahul Bhatia. Speaking on the airline's Q1 FY27 earnings call, Bhatia said the proposal would create a significant conflict of interest and ultimately hurt consumers.

"There is no global precedent. Typically, there is a massive conflict of interest, and over a period it will be against the interest of consumers," he said.

He flagged infrastructure access and slot allocation as areas where airport-owning airlines could extract unfair advantages. Asked whether IndiGo would consider buying airports if the rules changed, Bhatia said the airline would evaluate its options based on how policy evolves.

What Happens Next

Government officials are said to be examining the proposal as part of broader efforts to attract new operators and increase competition. Any rule change, however, would need Cabinet approval — and is expected to face resistance from existing carriers and scrutiny from competition regulators.

The debate is only beginning.

With Inputs from Business Today

India is quietly deliberating a policy shift that could fundamentally redraw the country's aviation landscape — one that would allow airport operators to own and run their own airlines.

The Rule That Has Long Stood in the Way

Under current regulations, operators of major airports in Delhi and Mumbai are barred from holding more than a 10% stake in any airline. That restriction has kept infrastructure giants like the Adani Group and GMR Airports Ltd. firmly on the ground when it comes to flying passengers.

Now, people familiar with the matter say discussions are actively underway within India's Ministry of Civil Aviation to change that. Any waiver, they noted, would require legal clearance from the law ministry and approval from the federal Cabinet led by Prime Minister Narendra Modi.

Who Stands to Gain

A relaxation of the ownership cap would open the skies to two of India's most powerful infrastructure players. The Adani Group — which operates the Mumbai airport and seven others across the country — and GMR Airports, which manages New Delhi's airport along with four other domestic facilities, could both become airline owners.

The stated aim is to broaden competition in a market where IndiGo and Air India together control nearly 90% of domestic capacity.

A Duopoly With Consequences

That near-duopoly has already shown its risks. In December last year, IndiGo — which alone carries more than 60% of domestic passenger traffic — cancelled thousands of flights, primarily due to pilot shortages. With few alternatives available, Indian Railways had to run special trains to move stranded passengers.

The consolidation of recent years has been stark. The collapse of Jet Airways and Go Airlines, combined with the merger of Vistara and AirAsia India under the Tata Group, left the market increasingly thin on competition.

A Fix That Comes With Its Own Risks

While new airline entrants could ease concentration, the proposed change raises fresh concerns. Critics point to the possibility of airport operators allocating prime slots to their own carriers, creating structural advantages that could disadvantage rivals.

A global aircraft shortage further complicates any optimism. Delivery delays at both Airbus and Boeing, stemming from pandemic-era supply chain disruptions, continue to constrain fleet expansion worldwide.

Internationally, airport-airline joint ownership has achieved limited commercial success. In the United States, federal laws effectively prevent such arrangements. In the European Union, aggressive antitrust enforcement makes the model functionally unviable despite being technically permitted.

The Bigger Picture

India plans to double its airport count to 350 by 2047, and IATA forecasts an additional 425 million passengers by 2044 — nearly tripling 2024 levels. Sustaining that growth demands more airlines, not fewer.

Whether allowing infrastructure conglomerates into the cockpit is the right answer remains an open question — but the conversation has clearly begun.

With Inputs from Economic Times