Dubai will permanently close Dubai International Airport (DXB) in 2035, transferring all civil aviation operations to a newly expanded $35 billion mega-hub at Al Maktoum International Airport (DWC).

The transition, approved by the Government of Dubai, addresses the structural capacity limits of the landlocked DXB facility following a record-breaking 95.2 million passengers in 2025. The phased relocation will begin in 2032 and culminate in the complete shutdown of the world’s busiest international hub.

Capacity constraints drive the transition

Dubai International Airport handled a record 95.2 million passengers in 2025. In a February 11, 2026, statement, Dubai Airports CEO Paul Griffiths noted that record traffic is no longer an exception but part of the operating reality for the facility.

The airport is surrounded by residential and commercial developments, preventing further runway or terminal expansion. According to reporting by the Border Telegraph, DXB has a structural ceiling of approximately 114 million annual passengers. The operator expects to reach this limit by 2031 or 2032.

Griffiths explained the economic rationale for the closure, highlighting the inefficiency of operating two major hubs within 70 kilometers of each other. He also pointed to aging infrastructure as a deciding factor.

“The other point to remember is that by then, if we’ve done our sums of calculations right, every single asset at DXB will be close to the end of its useful operating life,” Griffiths stated. “So the economics of keeping DXB open will not really be possible to do.”

Designing the Al Maktoum mega-hub

On April 28, 2024, Sheikh Mohammed bin Rashid Al Maktoum, Vice President and Prime Minister of the United Arab Emirates (UAE) and Ruler of Dubai, approved the designs and the AED 128 billion ($35 billion) budget for the new passenger terminal at Dubai World Central.

The expanded Al Maktoum International Airport is designed to handle up to 260 million passengers annually once fully completed in 2057. The facility will feature five parallel runways and 400 aircraft gates, making it five times the size of the current DXB footprint.

“Al Maktoum International Airport will enjoy the world’s largest capacity, reaching up to 260 million passengers,” Sheikh Mohammed stated in the official project announcement. “All operations at Dubai International Airport will be transferred to it in the coming years.”

Phased relocation timeline

The migration of airlines, including home carriers Emirates and flydubai, will occur in stages. According to FTN News, the initial transition of flight operations is scheduled to begin in 2032.

Griffiths indicated that the complete transfer of services will happen once sufficient capacity is established at the new facility.

“The current thinking is that when DXB gets to a point where we’ve got enough capacity created at DWC to make the complete transition, that we will move every single service from DXB to DWC,” Griffiths said.

The final closure of DXB in 2035 will mark the end of an era for the legacy airport, shifting the center of gravity for Middle Eastern aviation to the Dubai South district.

AirPro News analysis

We view the hard closure of DXB as a necessary resolution to Dubai’s aviation bottleneck. Operating split hubs often fractures connecting traffic and inflates airline operating costs. By committing to a complete migration, Dubai avoids the dual-hub inefficiencies that have challenged other major global cities. The 2035 deadline provides a clear timeline for Emirates and flydubai to align their fleet deliveries and network planning with the new infrastructure at DWC.

Sources: Government of Dubai Media Office, Dubai Airports

Global airlines industry profitability is forecast to halve to $23.0 billion in 2026 as a 70% surge in jet fuel prices and geopolitical disruptions in the Middle East outpace record revenue growth.

The International Air Transport Association (IATA) released its updated financial outlook on June 7, 2026, during the 82nd IATA Annual General Meeting in Rio de Janeiro, Brazil. Despite projecting a record 5.1 billion passengers and $1.165 trillion in total revenues for the year, the association warned that operating expenses are rising at an unsustainable 13% rate, severely squeezing profit margins across the commercial aviation sector.

Financial metrics and margin compression

The updated forecast represents a sharp downward revision from previous expectations. IATA projects the industry net profit margin will fall to 2.0% in 2026, down from 4.2% in 2025. Total operating profit is expected to drop from $76.4 billion in 2025 to $48.0 billion in 2026, yielding a net operating margin of 4.1%.

At the unit level, net profit per passenger is expected to fall to $4.50, exactly half of the $9.10 recorded the previous year. This drop in profitability occurs despite strong operational metrics. Passenger load factors are projected to reach 84.0%, up slightly from 83.5% in 2025, and total passenger numbers are expected to grow 2.4% year-over-year. Total industry revenues are forecast to increase 9.4% from $1.065 trillion in 2025, but this top-line growth is entirely consumed by the projected $1.117 trillion in operating expenses.

Fuel costs and geopolitical impact

The primary driver of the profit downgrade is a rapid 70% increase in jet fuel prices, compounded by war-related disruptions in the Middle East. IATA Director General Willie Walsh noted in the release that airlines are bearing the brunt of the fuel price shock and are unable to pass the full cost onto consumers.

“All airline bottom lines are suffering from the rapid 70% rise in jet fuel prices,” Walsh stated. He added that while carriers are adjusting prices and improving efficiency to recuperate some of the additional costs, these measures will not be sufficient to maintain profitability at 2025 levels. Walsh characterized the ability to retain a $4.50 per passenger profit under current circumstances as a sign of industry resilience.

The combination of high costs and compressed margins is also impacting capital efficiency. Return on invested capital (ROIC) is projected to drop to 4.3% in 2026, down from 6.6% in 2025. This figure sits well below the estimated 8.5% weighted average cost of capital, indicating that the industry is currently not generating sufficient returns to cover its capital costs.

AirPro News analysis

We view this updated forecast as a stark reminder of the aviation sector’s exposure to macroeconomic and geopolitical volatility. The divergence between record top-line revenue ($1.165 trillion) and shrinking bottom-line profit ($23.0 billion) illustrates a classic margin squeeze. While passenger demand remains robust at 5.1 billion expected travelers, the inability to fully pass a 70% fuel cost increase onto consumers without destroying that demand leaves airlines absorbing the difference. This dynamic will likely force operators to scrutinize capital expenditures, potentially impacting new aircraft orders, fleet renewal programs, and investments in Sustainable Aviation Fuel (SAF) in the near term.

Sources: International Air Transport Association

This is a developing story. Information may change as official details are released.

This article summarizes reporting by The Times of India by Saurabh Sinha, with additional reporting from The New Indian Express, Jagran, and Rediff.

Three parked Air India Airbus A320 aircraft sustained damage at Indira Gandhi International Airport (DEL) on June 7, 2026, after a sudden severe storm dislodged ground support equipment. The incident temporarily reduces the carrier’s operational narrowbody fleet while safety teams assess the required repairs.

According to reporting by The Times of India, strong winds struck the Terminal 2 parking bays at approximately 4:40 PM local time. The sudden weather event caused unsecured ground equipment, including a step ladder and a trestle, to break from their positions and collide with the empty aircraft. Airport sources confirmed that no injuries occurred during the event.

Extent of damage and operational impact

The Directorate General of Civil Aviation (DGCA) and airline safety personnel have initiated inspections to determine the full extent of the damage and establish repair timelines. The New Indian Express reported that one of the Airbus A320 aircraft suffered significant impact to its stairwell area and will remain grounded for extensive evaluations.

The remaining two aircraft sustained minor damage. Airport sources indicate these airframes will likely return to service within a few days following mandatory safety checks. The affected aircraft are configured to carry between 156 and 162 passengers.

Weather warnings and conflicting accounts

A central focus of the emerging investigation is the reported absence of advance weather alerts. Unnamed airport sources told The Times of India that Air Traffic Control (ATC) did not issue a warning prior to the storm’s arrival, leaving ground crews with insufficient time to secure equipment.

There are conflicting reports regarding the ownership of the dislodged equipment. While initial reports indicated that equipment belonging to IndiGo Engineering and Air India Engineering was involved, an IndiGo representative stated that their staff successfully intercepted their step ladder before it could strike any aircraft. The DGCA investigation will determine the exact sequence of events.

Recent ground safety occurrences at DEL

This event follows other recent ground safety occurrences at the New Delhi hub. In January 2026, an Air India Airbus A350 ingested an unsecured baggage container while taxiing during dense fog conditions.

On April 16, 2026, a ground collision took place when a taxiing SpiceJet Boeing 737-700 contacted a stationary Akasa Air Boeing 737 MAX 8, resulting in damage to both airframes.

AirPro News analysis

We note that sudden microbursts and severe squalls present a persistent challenge for ramp operations, particularly during the pre-monsoon season in South Asia. The recurring issue of unsecured ground support equipment at major hubs highlights a potential gap in rapid-response protocols for sudden weather shifts. If the DGCA confirms that no ATC weather alert was broadcast, regulators may need to reevaluate how meteorological data is integrated into real-time ramp management to prevent similar equipment dislodgement in the future.

Sources: The Times of India