India to Study Global Models as Skyscrapers Near Airports Come Under Review

(INDIA) India’s civil aviation ministry is moving ahead with a policy initiative that could reshape skylines around the country’s busiest runways. Civil Aviation Minister Kinjarapu Ram Mohan Naidu said the government will study international best practices from New York, London, and Hong Kong to decide whether India should allow skyscrapers near airports and large commercial projects like hotels, convention centers, and business parks in airport zones.

The review, announced in June 2025 and under way through the summer, follows a deadly Air India crash on June 12, 2025, in Ahmedabad that killed at least 241 people on board and dozens on the ground when a Boeing 787 struck a hostel shortly after takeoff. Officials are trying to balance India’s real estate ambitions with urgent aviation safety needs as the country adds airports at a rapid pace.

The ministry’s early signal to developers is clear: economic growth around airports is a priority, but safety rules will be tighter and enforcement sharper. India has made 88 new airports operational in recent years, with hundreds more planned to support around 15% annual growth in civil aviation. That growth creates strong demand for mixed-use hubs near terminals—skyscrapers, retail, offices, and hospitality—but the Ahmedabad crash has put height limits and flight-path clearance back at the center of planning.

Policy direction and safety backdrop

Minister Naidu told industry leaders at the NAREDCO 17th National Convention that the government will conduct a comprehensive study of how global hubs manage high-rise development near airports. The goal is to write rules that allow economic activity in safe zones while keeping approach and takeoff corridors clear.

Authorities will examine how cities like New York, London, and Hong Kong handle tall buildings without putting aircraft at risk, and then adapt those lessons to India’s fast-growing network of greenfield airports.

In the days after the crash, the government issued draft rules to sharpen enforcement. On June 18, the ministry notified the Aircraft (Demolition of Obstructions Caused by Buildings and Trees, etc.) Rules, 2025. These draft rules:

• Empower officials to order demolition or height reduction of structures that breach aerodrome height limits.
• Give owners 60 days to comply, with a possible 60-day extension—a total of up to 120 days.
• Allow the District Collector to carry out demolition if owners refuse.
• Restrict compensation eligibility under the Bharatiya Vayuyan Adhiniyam, 2024, to owners who comply with orders.

The appeals process remains open, but the message is unmistakable: safety first, and no tolerance for unlawful heights around flight paths.

Local enforcement steps are already visible:

• In Kolkata, the Airports Authority of India (AAI) expanded the zone for high-rise scrutiny from 10 km to 20 km around Netaji Subhas Chandra Bose International Airport, with talk of a tighter cap than the current 45-meter limit.
• In Bangalore, authorities have removed non-compliant floors from major residential projects — a stark reminder that buyers and developers can lose money if a building fails aviation checks.

Safety experts say India’s urban spread has moved close to critical flight corridors, raising risks if controls fail. They support the ministry’s plan to adopt international best practices, which can permit growth around airport districts while keeping aircraft safe in the most sensitive angles and distances.

What builders must do now

Regulatory steps for any project near an airport are well defined and will be strictly applied. Key requirements and processes include:

• All proposed construction within 20 km of an airport’s Aerodrome Reference Point needs a No Objection Certificate (NOC) from AAI, issued through its online clearance system.
• Officials use standard formulas to check permissible heights:
  • For buildings in the approach path: 1:50 formula (1 meter of height allowed for every 50 meters from the airport boundary).
  • For buildings to the side of the runway: 1:15 formula (1 meter of height allowed for every 15 meters from the boundary).
• A multi-member team (typically a civil engineer, an air traffic control official, and an AAI NOC officer) must conduct a physical inspection before the NOC is granted.
• Municipal bodies are expected to approve building plans only after the developer secures the airport NOC.
• Skipping the NOC or building beyond approved height can lead to denial of occupancy, forced demolition, and loss of investment.

How the clearance process generally works today:

1. Submit a clearance application through the AAI system with site coordinates (WGS 84), site elevation, and building plans.
2. Receive a site inspection from the committee.
3. Obtain the permitted height based on distance from the airport and relation to flight paths.
4. If cleared, receive the NOC; if not, the project must be altered or dropped.
5. If a demolition or reduction order is issued, owners may appeal to the First or Second Appellate Officer. The appeal fee is Rs 1,000 and requires supporting documents.

Under the draft demolition rules, an order will specify the breach and set the 60–120 day compliance window. Non-compliance can trigger government-led demolition without further delay. Only owners who comply can seek compensation — a critical point for developers planning finance and risk cover.

VisaVerge.com reports that developers are urging the government to publish clear maps for protected flight corridors and to speed up NOC timelines, especially for sites outside approach cones where higher limits might be safe. According to analysis by VisaVerge.com, predictability in NOC reviews could:

• Reduce legal disputes
• Cut carrying costs
• Support financing for airport-area projects

Global models and urban growth

India’s study of global models is expected to influence how much—and where—tall buildings can rise near terminals. In New York, London, and Hong Kong, authorities map out obstacle limitation surfaces that define height envelopes around runways.

Typical global practices:

• Developers can build tall in approved zones, often clustered away from approach and departure paths.
• Strict airspace protection is maintained to keep aircraft clear of hazards.

India aims to tailor that logic to local terrain, monsoon wind patterns, and the rapid pace of airport expansion.

Real estate leaders see clear economic upside if the ministry allows more skyscrapers near airports in safe zones. Airport districts can support major hotels, convention centers, corporate headquarters, and retail — generating jobs and steady tax revenue. With 88 new airports already operational and more planned, the potential footprint is large. Greenfield airports may be designed from the start with integrated business districts and transit links, reducing pressure on downtown cores and shortening commutes for business travelers.

Safeguards, stakeholders, and timelines

The human impact of taller airport-area development depends on strong safeguards:

• Families should be able to trust that their buildings are lawful and safe.
• Clear NOC rules and public access to height maps can help buyers make informed choices.
• Buyers should ask for the AAI NOC, verify the approved height, and confirm that the municipal building permit matches the clearance.
• Lenders are likely to demand proof of compliance before disbursing funds for high-rise towers within the 20 km radius.

Timeline and participation:

• The government’s technical review will feed into draft guidelines for height control and project zoning around aerodromes, expected by late 2025 or early 2026.
• Drafts are typically open for public comment for 20 days after notification.
• Industry groups, residents, and pilots will have a chance to submit objections or suggestions.
• The Director-General of Civil Aviation is expected to play a central role in reviewing safety-related feedback.

Developers want transparent coordination among AAI, municipal bodies, and state urban departments to avoid overlapping rules that slow projects and cause costly redesigns. Industry groups like NAREDCO have backed the government’s growth goals while calling for faster clearances to keep costs in check.

Aviation safety experts advocate for:

• Clustering tall buildings in low-risk sectors
• Applying strict obstacle limitation surfaces
• Requiring real-time flight procedure reviews when heights change
• Stronger penalties for false declarations and routine audits to catch illegal floors before they rise

They note the Ahmedabad crash underlined how dangerous even one breach can be when aircraft are heavy with fuel and climbing over dense urban blocks.

Enforcement and practical advice

For local authorities, enforcement is the immediate test. Examples to watch:

• Kolkata: expansion of high-rise scrutiny zone to 20 km.
• Bangalore: demolitions of non-compliant floors, showing that delay tactics are less likely to work.

Practical guidance:

• Builders should budget for NOC timelines, potential height reductions, and the cost of appeals.
• Homebuyers should avoid projects that market “airport views” without showing cleared heights and NOC documents.
• Expect more physical site checks and closer review of plans near approach cones, with careful use of the 1:50 and 1:15 formulas.

For air cargo hubs and long-haul routes — where aircraft climb slowly — stricter envelopes are likely.

The NOC is not a formality — it is the foundation for lawful building near an airfield.

Prospective developers and buyers can monitor official updates through the Ministry of Civil Aviation: http://www.civilaviation.gov.in. The ministry’s forthcoming draft will clarify where skyscrapers near airports can rise and how India will match growth with safety after a painful national tragedy.