Flight Buzz
The EU Space Act: Une Révolution – Aviation
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Publication and Path Forward
The EU Space Act is a “proposal for regulation” put
forward by the European Commission. The Commission is the EU body
that holds legislative initiative, or the power to make proposals
for legislation.1
The Commission presented the draft Act to the European
Parliament and the Council of the European Union, the two
co-legislative bodies of the EU. The presentation, and potential
subsequent action of the Council and Parliament, is pursuant to
Article 294 of the Treaty on the Functioning of the European Union
(TFEU), which sets out the ordinary legislative procedure of the
EU.2
Under Article 294 TFEU, the Parliament and Council may debate,
revise, and adopt the Act. The European Parliament performs the
first review of the Commission’s proposal and adopts a
position, with no set deadline. The Parliament then sends its
position to the Council.
Should the Council endorse the Parliament’s position, the
Act becomes law as written. Conversely, if the Council does not
approve the Parliament’s position, it may adopt its own
position, stating the reasons therefor, and return this to the
Parliament.
Upon receiving the Council’s position, the Parliament has
three months to determine its course of action. It may (i) approve
the Council’s position or refrain from acting, in which case
the Act becomes law; (ii) reject the Council’s position by a
majority vote, in which case the Act shall be considered not
adopted; or (iii) propose amendments, initiating the second
“reading,” or round of review.
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HISTORIC EXAMPLE: CREATION OF THE EU SPACE PROGRAMME AND
This same procedure – presentation of a Commission
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Authority to Promulgate the Act
The draft Act cites Article 114 TFEU as the legal authority for
the EU to adopt a supranational space regulation.
Article 114 empowers the EU Parliament and Council to adopt
measures to ensure the establishment and functioning of the
“internal market.”5 Precedent indicates
Article 114 may only serve as a basis for supranational legislation
when: (1) there is a finding of disparities between national rules,
and (2) the differences are such as to obstruct, or be likely to
obstruct, the fundamental freedoms and thereby have a direct effect
on the establishment and functioning of the internal market.
The draft Act claims these two factors – disparities
between national rules, and a likelihood for these disparities to
affect the internal market – are present and justify
invocation of Article 114 TFEU to adopt a supranational space
regulation. Specifically, 13 of the 276 EU member states
currently have national space laws,7 and another five
are planning to develop a national space law.[8] The Act claims
this variation sets up a market disparity that may disrupt the
internal market and which Article 114 is intended to address.
Notably, the Act presumes that authority per the TFEU under
Article 114 is sufficient to overcome the exclusion in Article 189.
Article 189 grants member states exclusive competence in laws and
regulations related to outer space, and explicitly excludes Union
authority for “any harmonization of the laws and regulations
of the Member States.”9 However, as the Act notes,
“in accordance with established case-law,” Article 114
may be used as a legal basis for “establishment and
functioning of the internal market” in space services.[10]
Compliance with the Principle of Proportionality
Review of the draft Act indicates the proposed scope may be open
to challenge insofar as it violates the principle of
proportionality.
The principle of proportionality is one of the foundational
principles of EU law, enshrined in Article 5(4) of the Treaty on
European Union (TEU).11 Proportionality requires that
any measure the EU adopts must be suitable to achieve the intended
objective (suitability), must not go beyond what is necessary to
attain that objective (necessity), and must strike a fair balance
between the means employed and the aim sought (proportionality
stricto sensu or proportionality in the narrow sense).
Proportionality, together with subsidiarity, acts as a
constitutional check on the exercise of the Union’s
competences. It applies to all actions EU institutions undertake,
in particular in the context of legislative and regulatory
measures. It is both a standard of institutional restraint and as a
key criterion for the judicial review of EU acts, and operates as a
safeguard to ensure that EU intervention remains within appropriate
bounds relative to the pursued policy objectives. According to this
provision, the content and form of Union action shall not exceed
what is necessary to achieve Treaties’ objectives.
Necessity
It is arguable that certain provisions of the draft Act may
violate the principle of proportionality because they exceed what
is “necessary” to harmonize the safety, resilience, and
environmental sustainability of space services. For example, the
Act states the Commission “shall” develop a Union Space
Label Framework “to promote enhanced voluntary adherence to
high standards of protection of space
activities.”12 But no member states currently
require such labels, so there is no disparity in national rules.
Moreover, the draft Act recognizes methods for evaluating the
environmental impacts of space activities “are clearly
underdeveloped today,”13 so it’s unclear what
evidence – other than conjecture – may be offered to
assert environmental labeling regimes are “necessary” for
environmental sustainability.
Narrow Proportionality
The draft Act may violate proportionality in the narrow sense
because there may not be a fair balance between the means, or
requirements and costs, and the benefits, or aim sought.
The draft Act’s impact assessment concludes the regulations
strike a fair balance because the higher costs driven by
requirements of the Act would be “completely” offset by
the annual benefits.14 However, this tradeoff (costs
offset by benefits) relies on the following: “The main
assumption taken to carry the cost-benefit analysis was that the
legislative act would reduce the amount of debris by 50% by 2034
due to increased sustainability of space
activities.”15
This assumption is significant. It is not that the Act would
slow the rate of growth of debris populations; it is that the Act
would facilitate elimination of half the current debris catalogue
(i.e., amount of debris) in 10 years.16
If the main assumption underlying the Act’s cost-benefit
analysis is unrealistic, then the cost-benefit analysis is flawed.
More specifically, if the Act cannot prompt a 50% reduction in the
total orbital debris population in 10 years,17 then the
annual benefits would be less than claimed and may no longer
“completely” offset the Act’s costs.
Conclusion
The release of the draft Act is the first step in what may be a
long process of debate and reconciliation towards potential
adoption. The Parliament and Council’s discussion and
reconciliation of the draft Act may reduce the Act’s
scope.18 Nonetheless, operators – Union-based and
international alike – should follow the Act’s evolution
to remain aware of potential new laws that would impact operations
globally.
Footnotes
1 The European Commission is made up of 27 commissioners,
including the president, with one commissioner from each EU member
state.
2] Consolidated Version of the Treaty on the Functioning
of the European Union art. 294, Oct. 16, 2012, 2012 O.J. (C 326) 47
[hereinafter TFEU].
3 Commission Proposal for a Regulation of the
European Parliament and of the Council Establishing the Space
Programme of the Union and the European Union Agency for the Space
Programme […], COM (2018) 447 final (June 6,
2018).
4 Regulation 2021/696, of the European Parliament and of
the Council of 28 April 2021 establishing the Union Space Programme
and the European Union Agency for the Space Programme […], 2021
O.J. (L 170) 69.
5 TFEU art. 114(1).
6 The EU member states are: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czechia, Denmark, Estonia, Finland, France,
Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Poland, Portugal, Romania,
Slovakia, Slovenia, Spain, and Sweden.
7 These 13 member states are: Austria, Belgium, Denmark,
Finland, France, Greece, Italy, Luxembourg, Netherlands, Portugal,
Slovakia, Slovenia, and Sweden.
8 Estonia, Germany, Poland, Romania, and
Spain.
9 TFEU art. 189(2).
10 EU Space Act, supra, at Explanatory
Memorandum.
11 Consolidated versions of the Treaty on European Union
art. 5(4), Oct. 26, 2012 O.J. (C 326) [hereinafter
TEU].
12 EU Space Act, art. 111(1).
13 EU Space Act, Explanatory Memorandum.
14 Commission Staff Working Document Impact
Assessment Report Accompanying the document Proposal for a
Regulation of the European Parliament and of the Council on the
Safety, Resilience and Sustainability of Space Activities in the
Union, at 50, SWD (2025) 355 final (“Assuming that a
legislative act for safe, resilient and environmentally sustainable
space activities would allow for a 50% reduction of space debris
over the next 10 years, the initiative would benefit satellite
operators, enabling an annual benefit of EUR 677.5 million,
completely offsetting the costs driven by the higher requirements
stemming from the law.”) [hereinafter Impact
Assessment].
15 Id. at 49.
16 At current levels, a 50% reduction in space debris by
2034 would require the removal of roughly 21,000 trackable debris
objects. It would also include a 50% reduction in
non-trackable space objects, and the introduction of no
new debris.
17 While not explicit, the impact assessment must
evaluate a reduction in the total amount of existing debris in
orbit, not merely a decrease in the rate at which new debris is
generated. This is evidenced by the discussion of costs associated
with collision avoidance. Currently, European operators in
low-Earth orbit carry out approximately 1,000 collision avoidance
maneuvers each year for all operational satellites (with 779
maneuvers reported in 2023). Id. at 55. The impact
assessment goes on to assume that a significant reduction in space
debris would correspondingly result in a 50% reduction in the
number of required collision avoidance maneuvers per year.
Id. at 56 (Table 19, showing projected annual maneuvers
reduced to 516 for active LEO European satellites). However, this
projected benefit—a reduction in collision avoidance
maneuvers to half their current level— could only be
achieved if the total amount of debris currently catalogued is
drastically reduced. It is not sufficient to simply slow the
creation of new debris; the justification for the Act presumes
there must be an actual reduction in the present population of
debris objects already tracked in orbit.
18 See, e.g., Directorate-General for Comm., Simplification Measures to Save EU Businesses
€ 400 Million Annually, European Comm., May 21, 2025,
(noting a Commission initiative to reduce “unnecessary
bureaucracy and create a regulatory environment that drives”
innovation and growth, and which includes proposed simplification
of provisions of the General Data Protection Regulation
(GDPR)).
The content of this article is intended to provide a general
guide to the subject matter. Specialist advice should be sought
about your specific circumstances.
- The Saurya Airlines CRJ 200 aircraft crashed at Tribhuvan International Airport while taking-off for Pokhara for repairs on July 24 of 2024.
- The investigation committee formed to probe the crash of Saurya Airlines’s 9N-AME aircraft has submitted its final report.
- Pilot Manish Shakya had miraculously survived the fatal plane crash that killed 18 occupants.
- During take-off, the V-speeds were V1 = 114 knots, VR = 118 knots and V2 = 125 knots. at 05:25:55 UTC
An investigation into the fatal crash of the Saurya Airlines CRJ 200 aircraft with registration 9N–AME has concluded that pilot error, not technical failure, was the primary cause of the accident that claimed 18 lives.
Investigation Committee’s Chairperson and Civil Aviation Authority of Nepal (CAAN) Director General Ratish Chandra Lal Suman presented the report to Minister of Culture, Tourism and Civil Aviation Badri Prasad Pandey amid a programme organized at the latter’s office on Friday.
The crash occurred on July 24 of 2024, when the aircraft, on a ferry flight to Pokhara for C-check maintenance, went down near the runway shortly after takeoff from Tribhuvan International Airport. Pilot Manish Shakya survived, but all others aboard perished.
The aircraft was destroyed due to high velocity impact, and post impact fire as seen in Figure 4. The aircraft also collided with the container and shed of Air Dynasty Heli Services Pvt. Ltd.
The cockpit portion was stuck on the Air Dynasty container on the eastern side of the airport. Most of the fuselage structure and its components were damaged due to fire.
The impact of the right wing on the ground marked the start of the disintegration of the right wing and the subsequent accident.
The flight was approved as ferry flight, by Air Transport Division of the Civil Aviation Authority of Nepal on July 23, 2024, with an extension period of 72 hours.
The purpose of the ferry flight was to conduct base maintenance (C-check) of the aircraft, at Pokhara International Airport’s hanger. The aircraft had been grounded for 34 days prior to the event flight.
The Government of Nepal constituted a 5-member, Aircraft Accident Investigation Commission to find the most probable cause of the accident and suggest recommendations as to prevent the recurrence of similar accidents as per the provision of the Aircraft Accident Investigation Regulation, 2014 (2071 B.S.).
The commission carried out thorough investigation and extensive analysis, along with accident site visits and examinations, interviews with concerned personnels, study of different reports, records and documents and flight data analysis.
According to the report, the pilot raised the aircraft’s nose too steeply during takeoff, resulting in an excessive “pitch rate” that triggered a deep stall—a condition where airflow over the wings is disrupted, making further lift impossible. The aircraft then lost speed and altitude, eventually crashing.
Investigators found that the aircraft’s speed calculation was based on an incorrect and unauthorized speed card, which was not officially approved nor verified by the airline. The aircraft, weighing 18,500 kg, should have had a different V-speed (takeoff speed), but the faulty speed card led to miscalculation.
The contributory factors to the accident are:
- Incorrect speeds calculated based on erroneous speedcard. The interpolated speedcard of the operator for 18,500 kg TOW mentions incorrect V-speeds for take-off. This error in the speedcard went unnoticed since its development. There was no acceptance/approval of the speedcard booklet.
- Failure to identify and address multiple previous events of high pitch rate during take-off by the operator.
- The operator showed gross negligence in complying with the prevailing practices of ferry flight planning, preparation and execution. There is a lack of consistent definition of ferry flights.
- Gross negligence and non-compliances by the operator during the entire process of cargo and baggage handling (weighing, loading, distribution and latching), while violating the provisions of operational manual and ground handling manual. The load was not adequately secured with straps, tie-downs, or nets, while the flight preparation was rushed.
The aircraft met an accident during take-off at around 05:26 UTC (11:11 am local time), crashing within the premises of Tribhuvan International Airport. All occupants except the Pilot in Command lost their lives.
The ferry flight had not followed standard operating practices. The aircraft that had been grounded for 34 days before the flight, and had gained only 50 feet of altitude within five seconds of rotation before the right wing struck the ground.
Additionally, the investigation highlighted several violations of safety protocols by the airline.
The operator failed to follow proper cargo and baggage handling procedures. Maintenance tools and materials were loaded in the cabin without proper strapping or supervision.
Hazardous materials were found onboard, along with unmanifested personnel. No proper load distribution or weight verification was conducted. Non-crew members were aboard the aircraft unnecessarily.
The operator was also found to be using flawed speed cards across multiple flights without correction or reporting by flight crews. Pitch rates as high as 8.6 degrees per second were recorded, which are significantly abnormal.
The report criticized the airport authority for poor emergency preparedness. Crucial zones around the airport were not clearly designated, and construction materials were stored unsafely near the crash site.
On the day of the crash, the transfer of wreckage from the site to Saurya Airlines’ office was deemed potential tampering with evidence, reflecting serious negligence on the part of airport authorities.
There was also no resource analysis for tools or personnel, and standard protocols for issuing flight directives and briefing procedures were not followed.
The report paints a troubling picture of systemic failures at both the operator and regulatory levels, underscoring urgent needs for accountability, compliance with safety standards, and institutional reform to prevent similar tragedies in the future.
The commission issued three interim safety recommendations as immediate remedial measures. In this report, 41 safety recommendations are made for the advancement of safety.
- All operators shall immediately review their speed cards and RTOW charts.
- All operators shall comply with the requirements of the cargo and baggage handling. Baggage and cargo weighing, its distribution and latching should be ensured as stipulated in the operation manual and ground handling manual.
- Civil Aviation Authority of Nepal shall review and update the procedure and requirements for the permission of non-scheduled flights including all non-revenue and ferry flights.
Few other Safety recommendations by the Investigation commission are as follows:
- All operators of aircrafts in Nepal that have FDR/LDR installed shall immediately implement a FDM program and maintain a system of compliance with the findings of the program.
- Saurya Airlines shall establish and maintain a healthy and robust FDM program, staffed with capable human resources, as part of its Safety Management System. A competent FDM/FDA program would have noticed erratic judgements or shortcomings of the crew, such as rapid or unusually high pitch rates/angles during rotation for takeoff. A healthy and robust FDM program can identify risks and may identify erroneous FDR parameters proactively.
- The airline shall revise and implement SOPs to emphasize the requirement for achieving optimal rotation speeds during take-off. They shall include clear guidelines to address conditions where achieving such speeds may be challenging.
- Civil Aviation Authority of Nepal (CAAN) shall immediately establish a mandatory and robust flight data monitoring and analysis program applicable to all operators. CAAN shall also develop its own FDM/FDA capabilities. 2. As part of the renewal of C of A and ARC, CAAN shall mandate all the operators to submit the status of their flight data monitoring programs.
- The Tribhuvan International Airport (VNKT) shall conduct a comprehensive risk assessment to identify and classify critical zones for rescue operations, based on proximity to runways, passenger terminals, fuel storage areas, and other high-risk locations within the airport and its surrounding areas.
- Government of Nepal should establish a permanent investigation entity with sufficient financial, human and technical resources to competently meet the international obligation as per Annex 13 of the Chicago Convention.
- The aircraft manufacturer shall review as to why the right angle of attack of the aircraft tends to rise earlier than the left. This is significant in the fact that the right wing may be prone to early stall. 2. The stick pusher activated after around 6 seconds of stick shaker activation. The stick pusher activation requirements should be further investigated.
Flight Buzz
Air India, Emirates, Lufthansa, Ethiopian Airlines, Singapore Airlines, and British Airways Ensure Effortless Global Travel for Industry Leaders and Tourism Professionals Attending the Grand Tourism Expo 2025 in Delhi
Saturday, July 19, 2025
The Grand Tourism Expo (TGT Expo) stands as a premier business and tourism exhibition, bringing together global tourism boards, high-net-worth travelers, and industry leaders from around the world. This prestigious event, taking place on July 20 – 21, 2025, provides an unmatched platform to explore tourism opportunities, engage with decision-makers, and discover the latest trends in the travel industry. Set against the vibrant backdrop of Delhi, this exhibition promises an exciting opportunity for business leaders, travel professionals, and adventure enthusiasts alike. Major airlines such as Air India, Ethiopian Airlines, Lufthansa, Emirates, Singapore Airlines, British Airways, and many more will play a crucial role in facilitating seamless travel for delegates, ensuring smooth access to the event.
Event Overview: A Global Tourism Hub
The TGT Expo 2025 is an anticipated event in the tourism and hospitality industry. With over 300 exhibitors, the exhibition will feature representatives from more than 25 countries. This gathering promises a rich blend of business-to-business (B2B) and business-to-consumer (B2C) interactions, offering unparalleled opportunities for business growth, partnerships, and networking.
Key Stats for 2025
- 1500+ Corporate Visitors: A significant number of corporate decision-makers will attend, offering valuable opportunities for business negotiations and networking.
- 300+ Exhibitors: With exhibitors from over 25 countries, attendees will have access to a wide range of tourism products and services.
- 10000+ Visitors: The expo is expected to attract a large crowd, creating a dynamic environment for engagement and discovery.
- 17+ Sectors: The event will cover various sectors of the travel industry, from luxury travel to adventure tourism, making it a well-rounded exhibition for professionals from all walks of the industry.
- 28+ States & UTs: Exhibitors and visitors from various parts of India and beyond will converge, making it a truly diverse event.
Why TGT Expo is a Must-Attend Event
The TGT Expo is not just a place to explore business opportunities, but a hub where industry leaders, influencers, and travel enthusiasts can gather to exchange ideas, discover new destinations, and uncover innovative tourism products. With a diverse array of exhibitors and an audience of top-level professionals, it’s the ideal space to unlock business growth and strategic partnerships.
B2B and B2C Opportunities
TGT Expo is unique in that it offers both B2B and B2C business opportunities. Through a partnership with Hathfin Development Pvt Ltd, the expo taps into a network of over 5000 high-net-worth families in Delhi NCR, making it an exclusive platform for showcasing premium products and services to a qualified audience.
Prime Location: Delhi – The Gateway to Global Tourism
As one of India’s most visited cities, Delhi is a perfect host for the TGT Expo. Known for its rich cultural heritage and modern infrastructure, Delhi is an important business and tourism hub. The city provides seamless international access, boasts world-class infrastructure, and is home to over 5000 major corporate headquarters.
Delhi’s strategic location also makes it an ideal gateway for global tourists, with access to major destinations such as the Golden Triangle. Additionally, the city’s status as a cultural powerhouse further elevates its appeal as the ideal venue for a global tourism expo.
Why Visit the TGT Expo?
Visitors to the TGT Expo 2025 will have the chance to explore some of the world’s leading travel destinations, uncover the latest trends in tourism, and take advantage of special offers and discounts available exclusively at the event. Whether you’re planning your next holiday, seeking business travel solutions, or simply looking for travel inspiration, the TGT Expo has something for everyone.
Exclusive Offers & Discounts
Visitors can enjoy exclusive travel deals, discounts on travel packages, early bird specials, and special hotel promotions. These offers provide great value and serve as an added incentive for attendees to take part in the expo.
Expert Advice from Industry Leaders
The expo offers direct access to travel professionals, tour operators, and destination specialists who can provide personalized travel recommendations, expert advice, and insider tips to enhance your travel experience.
Virtual Reality and Interactive Exhibits
A standout feature of the TGT Expo is its immersive virtual reality showcases. Attendees can explore destinations like never before, experiencing far-off lands and exciting adventures from the comfort of the exhibition floor.
Why Exhibit at TGT Expo?
For businesses in the travel and tourism industry, TGT Expo presents an exceptional opportunity to engage with a targeted audience of industry leaders and potential customers. Exhibiting at the event allows businesses to:
- Gain Direct Access to a Targeted Audience: With over 1500 corporate visitors and 10,000 attendees, exhibitors can generate quality leads and expand their reach.
- Increase Brand Visibility: Exhibiting provides a prime opportunity to showcase your brand to a global audience, boosting brand awareness and reputation.
- Generate Leads & Secure New Business: The event serves as an excellent platform for securing new business deals, making it a must-attend for companies looking to grow in the tourism and hospitality sector.
- Expand Your Network: Networking opportunities abound, allowing exhibitors to connect with decision-makers, industry leaders, and potential partners.
- Gain Media Exposure: The expo draws considerable media attention, providing exhibitors with a valuable opportunity for publicity and exposure.
How to Reach the TGT Expo 2025
The Grand Tourism Expo 2025 will be held at a world-class venue in Delhi, strategically located near the city’s key attractions and business districts. Delhi’s international airports will serve as the primary entry points for international delegates, providing seamless access to the event.
Key Airports for International Travel:
Indira Gandhi International Airport (IGIA): One of India’s busiest and most advanced airports, IGIA connects Delhi to over 70 countries worldwide, making it the primary gateway for international visitors attending the Grand Tourism Expo 2025. The airport offers efficient transport links to the exhibition venue, ensuring smooth access for delegates.
Kempegowda International Airport (BLR): Located in Bengaluru, this major southern Indian gateway connects travelers to Delhi. It’s an essential entry point for delegates traveling from southern India to attend the expo, offering convenient connections to Delhi.
Rajiv Gandhi International Airport (HYD): Serving Hyderabad, this airport is another key hub for delegates traveling to Delhi for the Grand Tourism Expo 2025. Direct flights from this airport provide easy access for attendees coming from southern India.
Airlines Serving the TGT Expo 2025
Travelers from around the world will have access to seamless flights to Delhi from a wide range of global destinations. Leading airlines such as Air India, Lufthansa, Ethiopian Airlines, Qatar Airways, Emirates, and Singapore Airlines operate direct flights to Indira Gandhi International Airport (IGIA), ensuring convenient connections for delegates traveling from across the globe.
For delegates arriving from Bengaluru, airlines including Air India, Emirates, and Singapore Airlines provide excellent connectivity to Delhi. Similarly, Air India, Etihad Airways, and Qatar Airways offer direct flights from Hyderabad, ensuring smooth travel for delegates coming from southern India.
Where to Stay: Luxury Hotels Near the Event Venue
Delhi offers several luxurious hotels that are ideal for delegates attending the Grand Tourism Expo 2025. Among the top options are:
The Oberoi, New Delhi: A 5-star hotel blending traditional elegance with modern luxury, located in the heart of Delhi. The Oberoi offers unmatched service, spacious rooms, and a prime location near the expo venue, making it perfect for business delegates and tourists alike.
The Leela Palace New Delhi: This opulent hotel combines traditional Indian architecture with modern comfort. Located in the Diplomatic Enclave, it provides an extravagant stay with luxurious rooms and exceptional service, making it an ideal choice for those attending the Grand Tourism Expo 2025.
The Lalit New Delhi: Situated in Connaught Place, this modern luxury hotel features top-tier amenities and spacious rooms. Its proximity to the expo venue and exceptional service make it a great choice for travelers attending the event.
Dining and Entertainment: Where to Eat During the Event
Delhi’s vibrant culinary scene is sure to delight attendees of the Grand Tourism Expo 2025, with a wide range of dining options available during their visit. Notable restaurants include:
Raajsik: Located within The Umrao Hotels & Resorts, Raajsik offers a luxurious dining experience focused on North Indian and Mughlai cuisines. The restaurant’s elegant ambiance and color-changing ceiling make it a great spot for fine dining.
Lakhori-Haveli Dharampura: Situated in Chandni Chowk, this restaurant blends traditional Mughlai flavors with contemporary culinary techniques. Its setting within a heritage haveli provides an immersive dining experience, perfect for attendees looking to explore Delhi’s rich history.
Hauz Khas Social: A vibrant café-bar in Hauz Khas Village, Hauz Khas Social offers a dynamic atmosphere with rooftop views of the historic Hauz Khas Fort. It’s ideal for both daytime co-working and evening socializing during the expo.
Must-Visit Attractions Near the TGT Expo Venue
During your visit to Delhi for the Grand Tourism Expo 2025, make sure to explore the city’s iconic attractions:
Humayun’s Tomb: A UNESCO World Heritage site, Humayun’s Tomb is an architectural masterpiece and a must-see for history enthusiasts. It inspired the Taj Mahal and is located just a short distance from the expo venue.
Qutb Minar Complex: Home to the iconic Qutb Minar, this 12th-century tower is one of Delhi’s most famous landmarks. The complex also includes several ruined tombs and monuments, offering visitors a fascinating glimpse into Delhi’s medieval history.
Mehrauli Archaeological Park: Just a short distance from the Grand Tourism Expo 2025 venue, this park is home to over 440 historical monuments, including the tombs of Balban and Quli Khan, as well as the Rajon ki Baoli, Delhi’s finest step-well.
The Grand Tourism Expo 2025 promises to be a remarkable event, uniting global destinations, tourism professionals, and industry leaders. With major airlines like Air India, Ethiopian Airlines, Lufthansa, Qatar Airways, Emirates, and Singapore Airlines providing convenient travel options to Delhi, and luxury hotels such as The Oberoi, The Leela Palace, and The Lalit offering premium accommodations, attendees are guaranteed an unforgettable experience.
From seamless access through Indira Gandhi International Airport to the city’s iconic attractions such as Humayun’s Tomb and Qutb Minar Complex, everything about the Grand Tourism Expo 2025 is designed to ensure a world-class experience. Whether you are a business leader seeking new opportunities or a traveler looking for inspiration, the expo offers an unparalleled platform to connect, discover, and grow.
The Pakistan Airports Authority (PAA) said that Pakistan has extended the closure of its airspace for flights operated by Indian airlines by another month, till August 24.
“No aircraft operated by Indian airlines, or military and civilian flights that are Indian-owned or leased, will be allowed to use Pakistani airspace,” according to a NOTAM (notice to airmen) that came into effect at 3:50 pm India time on Friday.
The ban will remain in place till August 24 at 5:19 am (India time), the PAA said.
India has extended its ailiverspace ban on all Pakistani aircraft until July 24, a measure initially imposed on April 30 in response to the Pahalgam terror attack on April 22, which left 26 people dead. In retaliation, Pakistan closed its airspace to Indian aircraft on April 24.
The tit-for-tat restrictions have been renewed several times by both countries.
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