The Numbers in Perspective
Recent data from mid-2026 shows a stark figure: of the nearly 670 routes made operational under the Ude Desh ka Aam Naagrik (UDAN) scheme since 2017, only about half remain active. This 50% discontinuation rate sounds alarming and is often framed as a failure.
However, viewing this in isolation is misleading. The scheme has successfully connected over 90 previously unserved or underserved airports and facilitated travel for millions. The story isn't just about the routes that closed, but also about the new connections that were forged, some for the very first time, linking places like Darbhanga in Bihar and Jharsuguda in Odisha to the national aviation map. The discontinuation of some routes is an expected part of a market-driven, experimental policy.
Why Routes Really Stop Flying
The primary reason routes are discontinued is simple economics. Airlines, even with government support, need routes to be commercially viable. Several key factors contribute to discontinuation. Low passenger demand is a major issue on certain routes, making them unprofitable. Another critical factor is the scheme's design itself. Airlines receive Viability Gap Funding (VGF), a subsidy to cover losses, but this support was initially limited to a three-year period. Once the subsidy ends, many airlines find they cannot sustain operations on routes where passenger numbers haven't grown sufficiently. This has been seen in cases like the routes connecting Bidar and Kalaburagi, which were dropped after the subsidy period expired.
The Airline Viability Challenge
For airlines, particularly smaller regional carriers, the challenges go beyond just passenger numbers. The aviation industry operates on notoriously thin margins. Factors like high fuel costs, aircraft maintenance, leasing issues, and a shortage of suitable aircraft can cripple operations. Several small airlines that eagerly took on UDAN routes subsequently went bankrupt or had to scale back significantly. Furthermore, many have argued that for regional routes to be truly successful, they need seamless connectivity to major metropolitan hubs like Delhi and Mumbai. Without access to landing and takeoff slots at these key airports, regional carriers struggle to build a network that is attractive enough to sustain a steady flow of passengers.
Infrastructure and Operational Hurdles
Another piece of the puzzle is airport readiness. Even when an airline is awarded a route, they can't fly if the airport isn't ready. Delays in upgrading airstrips and getting them certified, often due to regulatory bottlenecks, have been a persistent problem. This leaves airlines with committed aircraft and capital but no ability to generate revenue from the planned routes. In some cases, airports have been developed but have no regular flights. These operational challenges, combined with issues like poor weather visibility at certain smaller airfields, add another layer of complexity and risk for operators.
Evolution, Not Failure: The Next Chapter
Recognizing these challenges, the government is not scrapping the scheme but evolving it. A new phase, dubbed 'Viksit UDAN', was launched in mid-2026 with a massive outlay of over ₹28,000 crore for the next decade. This new iteration aims to address the core problems of the original design. The VGF subsidy period is being extended from three to five years to give routes more time to become self-sufficient. There is also a renewed focus on strengthening infrastructure, with plans to develop 100 new airports and 200 modern helipads. This pivot shows an acknowledgement of the initial shortcomings and a commitment to building a more sustainable regional aviation ecosystem rather than just launching routes.
