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Budget 2026-27: Tax Relief for Aviation Amid UDAN Uncertainty

Budget 2026-27: Tax Relief for Aviation Amid UDAN Uncertainty
The Union Budget for 2026-27 has introduced notable tax relief measures aimed at invigorating India’s aviation sector. Key among these are exemptions from basic customs duty on aircraft components and parts used in the manufacture of civilian and training aircraft. Defence establishments engaged in maintenance, repair, and overhaul (MRO) activities will also benefit from duty-free imports of raw materials. Additionally, the government has unveiled incentives to promote seaplane manufacturing alongside a Viability Gap Funding (VGF) scheme designed to support seaplane operations, reflecting a strategic push to enhance last-mile connectivity.
Incentives and Limitations in Regional Connectivity
Despite these positive steps, the budget notably sidesteps the pressing issue of the Regional Connectivity Scheme (UDAN), which remains mired in uncertainty. The allocation for UDAN has been maintained at ₹550 crore for the fiscal year 2026-27, a marginal increase from ₹540 crore last year but a significant reduction from ₹789 crore in FY25. This funding level appears insufficient to meet the scheme’s ambitious targets of connecting 120 new destinations and serving 40 million passengers over the next decade.
Since its inception in 2017, UDAN has operationalised 657 routes connecting 93 airports, including 15 heliports and two water aerodromes, facilitating travel for approximately 16 million passengers across more than 327,000 flights. The government points to the expansion of operational airports—from 70 in 2014 to over 160 today—as evidence of progress. However, a 2023 audit by the Comptroller and Auditor General (CAG) reveals persistent challenges. Of the 774 routes awarded in the first three phases of UDAN, only about 400 (52%) commenced operations. Furthermore, just 112 routes completed the full three-year subsidy period, and a mere 54 routes (7% of all awarded) continued beyond the subsidy window.
Since 2017, the government has disbursed roughly ₹4,500 crore in viability gap funding. Despite this substantial investment, less than half of the subsidised routes remain operational once subsidies expire, underscoring the scheme’s limited sustainability.
Economic Challenges and Industry Response
The fundamental challenge facing UDAN lies in its economic model. Airlines bid for routes by proposing the minimum subsidy required to bridge the gap between operating costs and a capped fare of ₹2,500 per flight hour. The government subsidises half the seats on these routes, assuming airlines can sell the remaining seats at market rates. However, demand in many tier-2 and tier-3 cities remains insufficient to sustain operations. For instance, the cost to airlines for a Delhi-Shimla flight ranges between ₹5,000 and ₹7,000 per passenger, while passengers pay only ₹2,500. Even with subsidies, low demand frequently results in unfilled seats, rendering routes economically unviable. Seasonal demand fluctuations—such as surges during festivals on pilgrimage routes and downturns during off-peak tourism periods—further complicate profitability.
The aviation industry’s reaction to the budget has been mixed. While the tax relief measures have been welcomed by some investors, concerns persist regarding the long-term viability of UDAN. Larger airlines may capitalise on the new tax benefits to consolidate their market positions, but smaller carriers face ongoing operational uncertainties and the risk of subsidy discontinuation.
As the government relies on tax incentives and targeted subsidies to stimulate growth in the aviation sector, the unresolved structural issues within UDAN continue to cast doubt on the sustainability of regional connectivity efforts. Without addressing the fundamental mismatch between demand and supply, the sector’s expansion may remain precarious.

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