Neelam Mathews

India’s rapidly expanding upper‑middle class, a growing customer base of high-net-worth individuals, and an ambitious corporate sector are driving business aviation growth in the world’s fourth-largest economy. Just about all of the sector’s main aircraft manufacturers, including Dassault, Bombardier, Gulfstream, Embraer, and Textron, are now prioritizing sales growth in a market they view as too strong to ignore.
This was the bullish consensus among many industry leaders at the recent Corporate Jet Investor conference in the capital, Delhi. However, while it appears to acknowledge business aviation’s economic value—some might say belatedly—India’s government appears not to have fully responded to the sector’s anticipated scale-up from around 200 based aircraft today to 300 within three years.
The contrast in how authorities treat business aviation and airlines is highlighted by the impact of the Iran war. While scheduled carriers are protected by 25% cap on increases in the cost of jet fuel, all private aircraft (including those operated for commercial charters) are having to absorb spikes of up to 115%.
“This exposes how policy buffers are selectively deployed,” said Rohit Kapur, managing partner with aircraft sales group The Jet Company. RK Bali, managing director of India’s Business Aircraft Operators Association, echoed this frustration over what he views as discrimination.
According to industry leaders, the recent departure of Faiz Ahmed Kidwai as the head of India’s Directorate General of Civil Aviation has slowed progress on the regulatory front when it is most needed.
Nonetheless, India is now edging toward the top tier of the Asia-Pacific region’s growing business jet fleet. Limitations around infrastructure, complexities with aircraft importation, and regulatory headaches appear not to be denting optimism.
The CJI conference heard that the focus in India has shifted to expanding aircraft ownership, easing acquisitions, and capitalizing on surging charter demand. “India is fast becoming the global business aviation market to watch,” said Francisco Zozaya Minichini, chief commercial officer with contract technical support specialist JSSI.
The country is also witnessing a wave of first‑time private aircraft buyers picking up a mix of new and preowned light jets and super‑midsize models. Many of these buyers are emerging from India’s growing contingent of Tier 2 manufacturing companies, and they are often paying in cash.
However, infrastructure bottlenecks such as limited parking in Mumbai; insufficient FBOs and maintenance, repair, and overhaul providers; and a lack of dedicated business aviation airfields are still a problem, according to Kapur.
BAOA is concerned that Indian banks remain hesitant to finance preowned aircraft due to uncertainty over their values. And concerns over repossession rights further undermine confidence, in part due to India’s failure to adhere to the Cape Town Convention.
Despite decade‑high demand, business aviation still carries the “rich man’s tool” tag, a perception that can translate into punitive taxes and restrictive policies, warned Aoife O’Sullivan of Keystone Law. “India must seize the narrative early with coordinated advocacy and a unified industry voice,” she advised.
A pressing gap is a long‑awaited aircraft management and fractional ownership legal framework, which the government has committed to release within six months. Covering registration, safety oversight, operational control, and taxation, the guidelines will formally regulate the models for the first time.
Minichini described today’s common setup for aircraft ownership as “quasi‑management,” stating, “The sector needs true global‑standard models to support new entrants.”
Fractional ownership will be a catalyst for fleet upgrades and a more professionalized business aviation ecosystem, according to Bali. Industry consolidation is inevitable, added JetSetGo CEO Kanika Tekriwal, arguing that India’s main bottleneck is capability, not demand. In her view, there are far too few good operators in the country, and these operations cannot be viable if aircraft are flying less than 350 hours per year.
“The next phase [in the industry’s development] hinges on structured programs, skilled people and discipline,” said Flightshares managing director Jayant Nadkarni.
Industry leaders are concerned that fiscal rules are skewed against business aviation. The general sales tax (GST) for privately owned aircraft stands at 40%, compared with just 5% for airliners.
“GST should follow the aircraft’s end‑use, not its ownership,” Kapur said, calling the 40% tax an anomaly with no global parallel. “It should be rationalized to 12% to 18% to restore parity and viability.”
“Owners often stumble over opaque costs, misaligned incentives, unclear responsibilities, and oversold charter promises, making education on how the management framework works essential,” concluded Sanjeev Choudhary, vice president for sales in Asia at JetHQ.

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