Mumbai: Mumbai's two airports are at the centre of a growing dispute over who should operate international flights and where. Mumbai International Airport Ltd (MIAL), which operates Chhatrapati Shivaji Maharaj International Airport (CSMIA), has proposed moving flights to 14 international destinations to the Navi Mumbai International Airport (NMIA) from the summer 2027 flight schedule.

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The destinations are Bahrain, Dammam, Dhaka, Doha, Fujairah, Jakarta, Jeddah, Kathmandu, Kuwait, Madinah, Muscat, Ras Al Khaimah, Riyadh and Sharjah.

The proposal is linked to the redevelopment of Mumbai airport's ageing Terminal 1. MIAL says it needs to temporarily move traffic equivalent to around five million passengers a year to create space for the work. Indian carriers IndiGo, Air India Group and Akasa Air have already announced plans to shift selected services to Navi Mumbai.

The latest development is significant because MIAL has told the government that it wants all flights to the 14 destinations to operate from one airport in the Mumbai Metropolitan Region, rather than splitting services between Mumbai and Navi Mumbai. The transition is proposed from March 28, 2027, when the summer aviation schedule begins.

MIAL's argument is that a destination-based arrangement would make the transition easier for airlines and passengers. For example, if all flights to Doha operate from Navi Mumbai, travellers would not have to check which of the two airports their airline uses for that destination.

However, the proposal goes beyond a simple transfer of flights. It could change the distribution of international traffic between two airports operated by companies within the same corporate group.

Why does Mumbai airport want to move these flights?

The immediate reason is the redevelopment of Terminal 1 at Mumbai airport. MIAL says the project has been delayed for several years and that structural assessments have raised concerns about the ageing infrastructure.

The operator wants to shift around five million passengers annually to Navi Mumbai to manage the capacity pressure during redevelopment. According to reports, the Indian airlines' proposed transfers account for approximately three million passengers a year, leaving a further gap to be addressed.

MIAL has argued that moving flights by destination would be more practical than splitting individual airlines' operations across the two airports. It has also said that historical slots temporarily surrendered during the transition will be restored after the redevelopment work is completed.

The redevelopment requirement is an important part of the story. But the existence of a genuine infrastructure project does not automatically establish that the proposed route-allocation method is the only or fairest way to manage it.

Who benefits from the move?

1. Navi Mumbai airport gets international traffic

The most immediate beneficiary is Navi Mumbai International Airport. Moving flights to 14 destinations would help it attract more airlines, establish international routes and build a regular passenger base.

A new airport needs more than runways and terminals to become commercially successful. It needs airlines to operate from it consistently and passengers to use those services. The proposed transfer could help NMIA develop that network at an early stage.

2. Adani Airports strengthens its position

The ownership structure makes the proposal particularly important.

Adani Airport Holdings Ltd holds a 73% stake in Mumbai International Airport Ltd, which in turn holds a 74% stake in Navi Mumbai International Airport Ltd. This means the Adani group has substantial interests in both airports.

The group could benefit from increased passenger and airline activity at Navi Mumbai while carrying out redevelopment at the existing airport.

This does not prove that the proposal is improper or that the redevelopment is being used as a pretext to divert traffic. But it creates a commercial interest that warrants independent scrutiny.

The central question is whether the transfer is being designed primarily around the operational needs of Mumbai airport and its passengers, or whether the commercial interests of the airport group are also shaping the decision.

3. Indian airlines get an opportunity to expand

IndiGo, Air India Group and Akasa Air have agreed to move selected international services. A new airport can offer additional capacity and opportunities to expand routes.

Navi Mumbai is also offering incentives to attract international operations. Under its approved tariff structure, new international routes receive landing-fee discounts, while passenger incentives have been proposed to offset differences in user development fees.

These incentives could make the new airport commercially attractive to airlines. However, the benefits may differ from one carrier to another, depending on its route network, aircraft, connecting passengers and operating costs.

4. Mumbai airport gets room for redevelopment

The existing airport could benefit by reducing traffic pressure while Terminal 1 is redeveloped. The project is also expected to increase the airport's capacity in the longer term.

MIAL has said that the temporary transfer will allow it to complete the work while maintaining most of its existing operations. It has estimated that around 91% of the airport's current capacity would remain unaffected under the proposed destination-based arrangement.

Why are airlines questioning the proposal?

The dispute is not simply about whether Navi Mumbai should receive more flights. Airlines have raised concerns about how the relocation is being implemented, whether the new airport is ready for all their operational requirements and what happens to their existing slots at Mumbai.

The International Air Transport Association (IATA) previously questioned the proposed shift, citing concerns about operational readiness, maintenance certifications, catering facilities and the consultation process.

Airlines have also asked for clarity on the redevelopment schedule, available airport capacity and the rules governing the allocation of flight slots.

Their concern is that a temporary relocation should not result in the loss of established operating rights at Mumbai airport. A slot is important because it gives an airline permission to operate at a particular time. Losing a commercially valuable slot can affect schedules, connections and the wider route network.

The dispute has also reached the Ministry of Civil Aviation. In October, the ministry asked MIAL to defer its earlier transition plan and work with airlines on a mutually agreed arrangement.

Have foreign airlines agreed to the shift?

The position has evolved, and the distinction between supporting a destination-based arrangement and formally agreeing to relocate flights is important.

On November 4, NDTV Profit reported that foreign airlines had recommended a destination-based approach, under which flights serving the same international destination would operate from one airport. This followed the decisions by Indian carriers to move selected services.

However, this should not be interpreted as every foreign airline having accepted the relocation of its own flights. Earlier reports documented resistance from carriers over slot allocation, infrastructure readiness and the terms of the transition. Some airlines have continued to seek clarity before committing to operational changes.

The distinction matters because a recommendation on how flights should be organised is not necessarily the same as formal consent to move services.

What could passengers lose?

For passengers, the biggest concern is the distance between the two airports and the practical consequences of changing departure points.

Navi Mumbai airport is around 50 km from the existing Mumbai airport. The additional journey could mean more time and transport expenses, depending on where travellers live and how they reach the airport.

There may also be complications for passengers connecting between domestic and international flights, particularly if their journeys involve different airports.

MIAL argues that grouping flights by destination will reduce confusion. That could be useful for passengers, but it does not answer every question about accessibility, transfer arrangements and the cost of reaching the new airport.

The actual impact will depend on transport links, travel times, airport charges and the availability of connecting services.

What should the government examine?

The Ministry of Civil Aviation has a responsibility to ensure that airport redevelopment does not become a reason for arbitrary changes to airline operations.

The government should independently examine:

Whether the proposed reduction in Mumbai airport capacity is supported by current technical assessments.

Whether the five-million-passenger transfer requirement can be met through alternatives that cause less disruption.

Whether Navi Mumbai has the necessary facilities for all the airlines and aircraft affected.

Whether historical slots at Mumbai airport will be restored after redevelopment, and how that commitment will be enforced.

Whether the proposed route allocation follows the applicable slot-allocation rules.

Whether passengers will face additional costs or disruption without adequate alternatives.

The airport operator's claims about capacity and safety should be examined alongside the airlines' objections. Neither side's commercial interests should substitute for independent evidence.

Is this about airport redevelopment or building Navi Mumbai's business?

The proposal has two connected objectives: creating room for redevelopment at Mumbai airport and developing Navi Mumbai as an international aviation hub.

Both objectives may be legitimate. Mumbai needs additional aviation capacity, and Navi Mumbai needs airlines and passengers to establish itself as a viable alternative. But the ownership structure introduces a conflict of commercial interests that cannot be ignored.

The Adani group has a substantial stake in both airports. If international flights are moved from Mumbai to Navi Mumbai, the new airport gains traffic while the existing airport gets room for redevelopment. This could strengthen the group's overall airport business.

The commercial incentives offered at Navi Mumbai add another dimension. Reduced landing charges and passenger incentives could encourage airlines to move, but the government should examine whether these incentives and the route-allocation process create a fair environment for all operators.

There is also a question of accountability. MIAL has said that historical slots will be restored after the redevelopment. Airlines and passengers need more than an assurance: they need a clearly defined timeline, transparent allocation rules and an enforceable commitment.

The government had already intervened once when airlines objected to the earlier proposal to shift international flights. Its role should not end with facilitating an agreement. It must independently assess the airport's capacity claims, the safety-related reasons for redevelopment and the consequences for airline competition.

The larger question: Who decides where passengers fly from?

India's aviation market is expanding, and Navi Mumbai could become an important part of that growth. But the development of a new airport should not automatically give its operator the freedom to determine how airlines distribute their services.

The decision should be based on operational readiness, passenger convenience, transparent slot rules and the actual requirements of redevelopment.

The biggest potential commercial beneficiary is Navi Mumbai airport, with the Adani group positioned to gain from increased activity across its two airports. Mumbai airport also gets room for redevelopment, while airlines may gain additional capacity. Passengers, however, have little control over the decision and could bear some of its practical costs.

The question is not whether Navi Mumbai deserves international flights. It is whether the proposed transfer is being carried out in a way that is fair to airlines, passengers and the wider aviation market.