What does one turnaround cost at an Indian metro airport?

Sources

Rates are transcribed from the AERA 4th Control Period final tariff orders and checked against the page images. The orders' calculation notes are applied alongside the rate tables.

• Delhi — Order No. 20/2024-25 of 28.03.2025, effective 16.04.2025, Annexure 1A/1B pp.419–423. Order PDF
• Mumbai — Order No. 01/2025-26 of 07.05.2025, effective 16.05.2025, Annexure 1A/1B pp.501–505. Order PDF
• Bengaluru — Order No. 14/2026-27 of 20.08.2026, effective 01.09.2026, Annexure I pp.618–620. Order PDF
• Hyderabad — Order No. 15/2026-27 of 24.08.2026, effective 01.09.2026, Annexure I pp.540–543. Order PDF

Rules applied, beyond the rate tables

• Parking time rounds up to the next whole hour at all four airports, per each order's parking notes (Delhi p.420 note 3, Mumbai p.502 note 4, Bengaluru p.619 note 4, Hyderabad p.541 note 5).
• MTOW rounds to the next whole tonne at Delhi and Mumbai, and to the nearest tonne at Bengaluru and Hyderabad, which is what those orders specify. Exactly half a tonne is rounded up; the orders do not say.
• Delhi steps parking by how long the aircraft stays: the rate for the first 4 hours after the free period, twice that from 4 to 12 hours, four times from 12 to 24, and five times beyond (p.420 note 5). The other three orders have no such multiplier, so a flat rate is right for them.
• Landing is not payable for aircraft with a maximum certified capacity under 80 seats on domestic scheduled services (Delhi p.419, Mumbai p.501, Bengaluru p.618, Hyderabad p.540). The tool uses the seat count entered as a stand-in for certified capacity, and applies the exemption to the domestic sector only — the orders say "domestic scheduled operators" without naming the sector, so this is the conservative reading.
• Free parking absorbs the standard times at Delhi, Bengaluru and Hyderabad, whose orders add 15 minutes for touchdown-to-stand and 15 for stand-to-takeoff. The default is therefore 2.5 hours there and 2.0 at Mumbai, which grants no such addition. Whether those 30 minutes extend a window measured on-block to off-block is not stated, so the field stays editable.
• UDF exemptions — transit passengers connecting within 24 hours on a single ticket, infants under two, and crew on duty — are not applied automatically, because the share depends on the schedule. Set the exempt percentage to model them. It reduces UDF only; per-passenger terminal charges are unaffected. (Delhi p.422, Mumbai p.503, Bengaluru p.619, Hyderabad p.542.)

Assumptions you may want to change

• Incremental tariffs are included from the date each order uses for computation — 01.08.2029 and 01.05.2030 at Bengaluru, 01.11.2029 at Hyderabad. The orders make each one payable only once AERA notifies an Addendum on commissioning, so they are shown as separate flagged lines rather than folded into the base rate. If a project slips, remove those lines mentally; the base rate above them is what the order's main card says.
• Bengaluru's parking is printed as two rows — the rate for the first two hours after the free period, and a higher rate "beyond 4 hours" — with nothing for the band between. This tool reads both against total time on stand, so the first rate runs to the four-hour mark and the second beyond it. That closes the gap rather than reproducing it, but it is an interpretation.
• Bridge-mounted equipment at Hyderabad is billed on usage, which can be shorter than time on stand. The usage field defaults to the full turn.

Not included

• Tariffs are ceiling rates and exclude GST. The Aviation Security Fee is set by the Ministry of Civil Aviation separately. Ground handling, fuel throughput beyond the Hyderabad infrastructure charge, and the Mumbai Development Fee levied under Order 09/2023-24 are all outside this tool.
• Variable Tariff Plans and the Key Partnership Programme are narrative and conditional in the orders rather than tabulated, so they are not modelled. They can move landing charges materially on a qualifying new international route — Delhi and Mumbai both show nil landing for a qualifying new long-haul destination in its first year.
• Appeals are live. TDSAT partly set aside Order 20/2024-25 on DIAL's appeal, and on 29.05.2026 allowed MIAL's appeal and directed AERA to give effect within three months. No revised Delhi or Mumbai rate card was on the AERA tariff-orders list as at 29.10.2026.
• Concessions, exemptions beyond those above, general conditions and any carrier-specific arrangement sit outside this tool.