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By:

Bhalchandra Chorghade

11 August 2025 at 1:54:18 pm

NMIA set for commercial take-off on December 25

Long-term expansion plans take shape Mumbai: Even as long-term expansion plans gather momentum, Navi Mumbai International Airport (NMIA) is preparing to mark a defining milestone with the commencement of commercial operations from December 25, 2025. Sources familiar with the development confirmed that the first flight is scheduled to land at NMIA at around 8.30 am from Bengaluru, operated by IndiGo. The same aircraft will subsequently depart for Delhi, symbolically placing the greenfield...

NMIA set for commercial take-off on December 25

Long-term expansion plans take shape Mumbai: Even as long-term expansion plans gather momentum, Navi Mumbai International Airport (NMIA) is preparing to mark a defining milestone with the commencement of commercial operations from December 25, 2025. Sources familiar with the development confirmed that the first flight is scheduled to land at NMIA at around 8.30 am from Bengaluru, operated by IndiGo. The same aircraft will subsequently depart for Delhi, symbolically placing the greenfield airport on India’s aviation map and formally integrating it into the country’s busiest air corridors. This operational launch comes at a time when the City and Industrial Development Corporation (CIDCO), the project’s nodal planning authority, has initiated the process to appoint a consultant for conducting a geotechnical feasibility study for a proposed third runway at NMIA. The parallel movement of near-term operational readiness and long-term capacity planning underlines the strategic importance of the airport, not just as a secondary facility to Mumbai, but as a future aviation hub in its own right. The December 25 launch date carries significance beyond symbolism. NMIA has been envisioned for over two decades as a critical solution to the capacity constraints at Chhatrapati Shivaji Maharaj International Airport (CSMIA), which operates close to saturation. With limited scope for further expansion at Mumbai’s existing airport, NMIA’s entry into operations is expected to ease congestion, rationalise flight schedules and improve overall passenger experience across the Mumbai Metropolitan Region (MMR). Modest Operations Initial operations are expected to be modest, focusing on select domestic routes, with Bengaluru and Delhi being logical starting points given their high passenger volumes and strong business connectivity with Mumbai and Navi Mumbai. Aviation experts note that starting with trunk routes allows operators and airport systems to stabilise operations, fine-tune processes and gradually scale up capacity. IndiGo’s choice as the first operator also reflects the airline’s dominant market share and its strategy of early-mover advantage at new airports. While NMIA’s first phase includes two runways, the initiation of a geotechnical feasibility study for a third runway highlights planners’ expectations of robust long-term demand. CIDCO’s move to appoint a consultant at this early stage suggests that authorities are keen to future-proof the airport, learning from the capacity limitations faced by CSMIA. A third runway, if found technically and environmentally feasible, would significantly enhance NMIA’s ability to handle peak-hour traffic, support parallel operations and attract international long-haul flights over time. The feasibility study will play a critical role in determining soil conditions, land stability, construction challenges and environmental sensitivities, particularly given Navi Mumbai’s complex terrain and proximity to mangroves and water bodies. Experts point out that such studies are essential to avoid cost overruns and execution delays, which have historically plagued large infrastructure projects in the region. From an economic perspective, the operationalisation of NMIA is expected to act as a catalyst for growth across Navi Mumbai and adjoining regions. Improved air connectivity is likely to boost commercial real estate, logistics parks, hospitality and tourism, while also strengthening the case for ancillary infrastructure such as metro lines, road corridors and airport-linked business districts. The timing of the airport’s opening also aligns with broader infrastructure upgrades underway in the MMR, including new highways and rail connectivity, which could amplify NMIA’s impact. However, challenges remain. Smooth coordination between airlines, ground handling agencies, security forces and air traffic control will be critical during the initial phase. Any operational hiccups could affect public perception of the new airport, making the first few weeks crucial. Additionally, the transition of flights from CSMIA to NMIA will need careful calibration to ensure passenger convenience and airline viability. As NMIA prepares to welcome its first aircraft on December 25, the simultaneous push towards planning a third runway signals a clear message: the airport is not just opening for today’s needs, but is being positioned to serve the region’s aviation demands for decades to come.

Superstar, Interrupted

No actor in India has commanded mass hysteria like Rajesh Khanna. His rise was meteoric, his decline Shakespearean.


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“Upar aaka, neeche Kaka” went the saying in the early 1970s. Roughly translated as “God above, Rajesh Khanna below.” In a country that has always fused cinema and divinity, no mortal has soared as high—or fallen so fast—as India’s first true superstar.


On July 18, 2012, as Mumbai reeled under monsoon rains, thousands lined the streets to bid farewell to the man who had once ruled their hearts with a force that bordered on the supernatural. Between 1969 and 1974, Rajesh Khanna didn’t just dominate Hindi cinema but embodied the collective fantasies of an entire nation. Girls smeared lipstick on his car, married his photos, and reportedly used the dust under his wheels as sindoor. When he once caught a fever, a girls’ hostel reportedly sprinkled water on his photo to help him recover.


Men too fell under his spell. They mimicked his signature nod, his lazy half-smile and above all, his style—be it the guru kurta, the belt slung over a shirt, or the bandana from Dushman. He was a national mood board.


Born Jatin Khanna in 1942 in what is now Pakistan, he was adopted by wealthy relatives and raised in Mumbai. A product of KC College and later FTII Pune, Khanna won the 1965 United Producers Talent Hunt, edging out Vinod Mehra. Even his struggle had a touch of flamboyance—he was the only newcomer who arrived at auditions in a Chevrolet Impala. His debut film Aakhri Khat (1966) made little impact, but by 1969, he would redefine fame in India.


That year saw Aradhana ignite the box office, followed quickly by Do Raaste, Ittefaq, Bandhan, and Doli. Khanna had arrived and with him, a frenzy never seen before or since. Between 1969 and 1971, he delivered 17 consecutive hits—15 of them solo. Films like Anand, Haathi Mere Saathi, Kati Patang, Safar and Aan Milo Sajna transformed him into a box-office juggernaut. The streak was so dazzling it even eclipsed the reigning trinity of Raj Kapoor, Dilip Kumar and Dev Anand.


In his wake, older actors like Manoj Kumar and Sunil Dutt faded, while Kishore Kumar’s voice, resurrected and reimagined by being Khanna’s on-screen echo, overtook even Mohammad Rafi’s once-unshakable reign. Such was the hysteria that the BBC’s Jack Pizzey produced a documentary in 1973, Bombay Superstar, calling him “a man with the charisma of Rudolph Valentino and the arrogance of Napoleon.”


By 1972, the glow began to dim. Though Dushman, Amar Prem and Apna Desh were hits, other films began to falter. The industry murmured about his late arrivals and mood swings. Directors grew wary, co-actors irritated. Internally, the machine sputtered even as audiences still yearned for more. It was a classic business parable: the internal ecosystem began rejecting the very product that the market still adored.


Still, he managed comebacks. Daag in 1973 launched Yash Chopra’s solo directorial career, and 1974 brought more hits in Aap Ki Kasam, Prem Nagar, Roti and Ajanabee. But the tide was turning. India, too, was changing. Economic shocks, the Emergency and rising political angst needed a new kind of hero. The quiet, tragic romantic of Khanna’s world couldn’t hold against the angry, brooding Amitabh Bachchan, who came to personify a restless nation. Bachchan himself would later admit: “I became famous just because I was in Anand with Rajesh Khanna.”


Khanna’s refusal to evolve hurt him. His roles remained one-dimensional, even as the audience craved complexity. Films flopped—Mahachor, Bandalbaaz, Mehbooba—and the hysteria curdled into nostalgia. He resurfaced briefly with Amardeep in 1979 and had a second wind in 1983 with Avtaar, Souten, and Agar Tum Na Hote. But by the late 1980s, he was more relic than reigning monarch.


He entered politics in 1992, serving as an MP from New Delhi until 1996, but remained a shadow of his former self. Family troubles, loneliness and declining health followed. He died at 69, but the memory of his superstardom remained vivid.


Amitabh Bachchan, with typical precision, put it best: Khanna’s peak popularity was “ten times” his own. Salim Khan, the writer behind many of Bollywood’s biggest blockbusters and father of Salman Khan, once told his son, “Your popularity is nothing compared to what Rajesh Khanna had.”


In a city known for apathy, his funeral in 2012 felt like a state occasion. Crowds braved torrential rain to catch a final glimpse of the man they had once worshipped. As the chants of “Rajesh Khanna amar rahein!” rang out, his signature line from Anand—“Anand mara nahin karte, Anand kabhi marte nahin”—suddenly felt prescient.


Even in death, the man who embodied hysteria refused to be forgotten.


(The author is a political commentator and a global affairs observer. Views personal.)

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