Rajkot to Dubai: Distance, Flight Time, Airlines and Connecting Routes

The airport you fly from is called Rajkot International Airport. India’s own aeronautical publication says so, in capital letters, at the top of the airport’s entry. Further down the same entry, under the heading “VAHS AD 2.3 OPERATIONAL HOURS”, the row for customs and immigration records its hours as “NIL”.

Both statements are current. Together they explain something no fare comparison will tell you: no airline whose own publications were retrieved for this page publishes a non-stop flight from Rajkot to Dubai. There are journeys from Rajkot to Dubai, and on the evidence below every itinerary the carriers checked here publish involves a change of plane.

This page sets out how far it is, how long the journey takes, which airlines carry it and through where, which airport you should actually go to, and which Dubai terminal you land at. It does not carry fares or timetables, and the section headed “What this page does not tell you” explains why.

The short answer

No airline whose own publications were retrieved for this page publishes a non-stop flight between Rajkot and Dubai.

Air India states it plainly in its own route table: “Direct flights from Rajkot to Dubai | 0 *daily frequency varies”. The same page names the connecting points on its own first and last departures of the day, and both are Indian hubs: “First flight from Rajkot airport | AI 2786 departs at 08:35 (Via BOM)” and “Last flight from Rajkot airport | AI 2538 departs at 20:05 (Via DEL)”.

Two Dubai-based carriers publish lists of the Indian cities they serve. Emirates lists Ahmedabad, Delhi, Kolkata, Bengaluru, Hyderabad, Mumbai, Chennai, Kochi and Thiruvananthapuram. flydubai lists Ahmedabad, Delhi, Hyderabad, Kochi, Kolkata, Kozhikode, Lucknow and Mumbai. Rajkot appears on neither list.

If you are choosing travel dates, the more useful question is not when the Rajkot non-stop runs but which Indian airports do have a straight run to Dubai, because that decides where your journey really begins.

The distance, and why two airlines give two numbers

This is the question Rajkot readers ask most often, and the two airlines that answer it do not agree.

Source	Published figure
Air India, route page	“Rajkot to Dubai flight distance | 1,600 km / 1,000 Miles”
IndiGo, route page	“The aerial distance between Rajkot and Dubai is approximately 1,619 km.”

It is 1,600 kilometres or 1,619 kilometres in a straight line, depending on which airline you ask, and more than either in the air. Nineteen kilometres separate the two published figures, which for a passenger means nothing. Where the figures come from, and what they leave out, matters more than the gap between them.

Neither figure comes from an authority. India’s aeronautical publication records the position of Rajkot’s airport, and Dubai Airports publishes information about its own airport, but no regulator or airport operator consulted for this page publishes a distance for this city pair. Both figures available for this page were written by an airline for its own booking pages. This page reproduces both and attributes each, rather than picking one and presenting it as settled.

Neither figure describes a distance anyone travels. Both are straight-line measurements between two points on a map. Neither describes a distance anyone flies. A straight line is not a route, and on the evidence above no carrier checked here sells a non-stop on which to fly one. The distance you will actually cover is the sum of two separate flights, and the shape of those two flights depends on which hub you pass through.

Look at what that does. Rajkot sits in Saurashtra, on the western side of Gujarat. Dubai lies to the west-north-west, across the Arabian Sea. Mumbai lies to the south, and Delhi lies to the north-east. Whichever hub you use, your first flight carries you away from the direction of travel before your second flight turns back towards it. A journey advertised as 1,600 kilometres is, in practice, a good deal longer in the air, and longer again on the ground.

So the answer has two halves, and only the first is published. The straight line is 1,600 or 1,619 kilometres, take your pick of airline. The distance you fly is longer, and no source publishes it, because it depends on the itinerary you buy.

If you are still deciding when to go rather than how, picking the month before you commit to the route will change more about the trip than the connection you choose.

Why there is no non-stop

Most articles on this route either do not raise the question or answer it with a guess about demand. The real answer is published, it is specific, and it is in a document written for pilots rather than passengers.

India’s Aeronautical Information Publication, maintained by the Airports Authority of India, carries an entry for each aerodrome it covers. The entry for Rajkot’s airport is headed:

“VAHS – RAJKOT INTERNATIONAL AIRPORT, RAJKOT”

The edition retrieved for this page carries an effective date of “19 MAR 2026” and the amendment number “AMDT 02-26”. Within that same entry, under the section heading “VAHS AD 2.3 OPERATIONAL HOURS”, the second row reads:

“Custom and immigration NIL”

That row is the answer, and it is worth being precise about what kind of row it is and what the value means. The section it sits in records operational hours, so the entry is telling you the hours during which customs and immigration are available at that aerodrome. The publication’s own abbreviations list decodes NIL as “None or I have nothing to send to you”. Against an hours row, that reads as none.

The step from there is this page’s inference, and it is marked as one.

A scheduled international departure needs customs and immigration on site, because passengers crossing an international border are cleared by both before they go anywhere else. A row recording no hours for either is therefore the strongest published indication that the aerodrome is not handling scheduled international service, whatever the name over the terminal door says. The publication states the hours. It does not state a prohibition, and this page does not put one in its mouth.

The row is not boilerplate, and there is a way to check that.

The same publication carries a separate entry for each aerodrome it covers. The entry for Ahmedabad’s airport, which does have non-stop flights to Dubai, sits in the same edition, effective 19 March 2026, amendment 02-26, under the same section heading, “VAAH AD 2.3 OPERATIONAL HOURS”. Its second row reads:

“Custom and immigration H24”

The same abbreviations list decodes H24 as “Continuos day and night service”, reproducing the publication’s own spelling. Two Gujarat airports, one edition of one publication, the same row, two different values. That row is the one an international departure cannot do without, and it is the clearest published reason Ahmedabad has non-stops to Dubai and Rajkot does not.

Be exact about what that row does and does not mean.

It is not a comment on the airport’s size or condition.

The same aerodrome’s entry records traffic permitted as “IFR/VFR”, and IndiGo’s own airport directory describes a terminal with “four passenger boarding bridges, three conveyor belts, and 20 check-in counters”, handling “1,800 passengers during peak hours”. That is a substantial airport. The row in question records the hours of one specific service, and says nothing about the airport’s size.

Nor is it a prediction. This page records what the aeronautical publication said on the date it was written, with the effective date and amendment number attached so you can check whether it has since changed. It makes no claim about whether the position will change, when, or what would have to happen first. If you are reading this a year from now, look up the current edition rather than trusting this paragraph.

The same publication carries a separate entry for the older Rajkot Airport, headed “VARK – RAJKOT AIRPORT”, with an effective date of “18 MAY 2023”. Its customs and immigration row also reads “NIL”. Neither Rajkot aerodrome, old or new, is recorded as offering the service an international departure requires.

Which airport, and the one a lot of sources still get wrong

This section can save you a journey in the wrong direction, so it is worth reading even if you have flown from Rajkot before.

The airport now handling Rajkot’s commercial flights sits at Hirasar. India’s aeronautical publication gives its identity as follows:

Item	As published
ICAO location indicator	VAHS
Name	“RAJKOT INTERNATIONAL AIRPORT, RAJKOT”
Position	“30km North-east of Rajkot City”
Aerodrome reference point	“222318N 0710246E …” The full row continues “269.41 DEG/ 475 M from physical extremity of RWY 23”
Elevation	“650 FT …” The full row reads “650 FT / 41.7 DEG C”, pairing elevation with the aerodrome reference temperature
Customs and immigration	“NIL”

Air India’s route page carries the row “IATA code | HSR”. IndiGo’s airport directory calls it “Rajkot Greenfield International Airport (HSR)”, also known as “Hirasar Airport”, and gives its address as “Hirasar, Rajkot district, Gujarat, India” with the PIN code “360023”.

Now the warning. IndiGo’s own Rajkot to Dubai marketing page names a different airport. It tells readers that “The IATA code of Rajkot airport is RAJ and the ICAO code is VARK.” VARK is the older aerodrome, which has its own separate entry in the aeronautical publication. One of India’s largest carriers is publishing route information for this city pair against a code that is not the code on the boarding pass.

This page is not pointing that out to score a point. It is pointing it out because of what it means for you. Route pages, comparison articles and travel blogs about Rajkot flights were written at different times, and some of them still describe the older airport. A page that gets the airport code wrong may also be wrong about the terminal, the check-in arrangements and the journey to get there.

The rule to take from this: trust your booking and the airline’s own check-in flow over any article, including this one. The code printed on your ticket is the code that decides where you go. If it does not match what an article told you, the ticket wins.

Getting to the airport

India’s aeronautical publication places the aerodrome “30km North-east of Rajkot City”. That is the only official statement of position retrieved for this page, and it is enough to plan around.

Thirty kilometres of road, on a departure that begins with a domestic sector and ends with an international one, means leaving considerably earlier than a purely domestic trip from the same city would need. Families travelling with young children should build that road leg into the plan as a separate stage rather than as a detail, because it happens before check-in, before security and before the first of two flights. What a day of this shape asks of a very young child is worth working out before the itinerary is fixed rather than after.

No source consulted for this page publishes a fare, a journey time or a service timetable for the road connection to this airport, and this page will not supply one. Traffic conditions, the pick-up point and the time of day change the answer, and an invented number would be worse than none. Ask your airline or your operator for a current estimate, and allow more than the estimate.

The connections, and what each one costs you in time

Every Rajkot to Dubai journey is two flights with a gap in the middle. The gap is where the time goes, and it is the part the published figures handle least well.

What the airlines publish, and what it does not mean

Air India’s route page gives a duration for this city pair: “Rajkot to Dubai flight duration | 4 hours”. One row above it, the same table says there are zero direct flights. The four-hour figure therefore cannot be a non-stop flight time, because the same page says no non-stop exists. Nor is it presented here as a door-to-door journey time. It is tempting to read it as flying time, and this page will not, because the same airline publishes “6 hours and 25 minutes” as the flight duration for Ahmedabad to Dubai, a route flydubai flies non-stop in “03h 25min”. Whatever Air India’s duration field measures, it is not consistently the time in the air. The page does not say what it measures, and this article will not guess.

IndiGo publishes a figure that reads as a total, and it is a wide one: “Flights to Dubai from Rajkot will take you around 9 hours to 27 hours, depending on the layover time.”

Nine hours to twenty-seven. That eighteen-hour spread is not carelessness on IndiGo’s part. It is an accurate description of what happens when two separately timetabled flights are joined together. A tight connection and an overnight one are both sold on the same city pair, at similar prices, and the booking screen does not always make the difference obvious.

The two hubs, compared on what actually affects you

	Via Mumbai	Via Delhi
Named by Air India on	“AI 2786 departs at 08:35 (Via BOM)”	“AI 2538 departs at 20:05 (Via DEL)”
Terminal change on arrival	Possible. The airport operator designates “Terminal 1 (domestic)” and “Terminal 2 (international)”, but publishes no terminal assignment for any individual flight	Possible. “All international departures operate exclusively from Terminal 3.” That is a rule about where your Dubai flight leaves, not about where your Rajkot flight lands, and the operator publishes instructions for passengers who land at Terminal 1 or Terminal 2
What the airport advises for a connection	“at least 3 to 4 hours for international connections and 2 to 3 hours for domestic connections, especially if changing terminals”	The operator publishes no equivalent connection allowance on the pages retrieved for this page
How you move between terminals	The operator runs “a complimentary shuttle service between Terminal 1 (domestic) and Terminal 2 (international) for eligible passengers”	The operator directs transferring passengers to a free inter-terminal shuttle bus or a cab, and tells them to “follow the orange coloured signage”

The Mumbai row deserves reading twice. Mumbai’s airport operator recommends allowing at least three to four hours for an international connection, and says so of international connections generally, with the words “especially if changing terminals” added as emphasis rather than as a condition. Read the “at least”: it is a floor, not a range with a ceiling. A Rajkot to Dubai connection through Mumbai arrives on a domestic sector and departs on an international one, which is the case the emphasis describes. Whether it also involves a change of terminal is something the operator does not publish per flight, and this page will not assert. Read the boarding pass.

Delhi is the one most articles get wrong, including one earlier version of this one. “All international departures operate exclusively from Terminal 3” tells you where your Dubai flight leaves. It does not tell you where your Rajkot flight lands, and Delhi handles domestic arrivals at more than one terminal. The operator’s own transfer page is written for exactly that case: it directs passengers who arrive at Terminal 1 or Terminal 2 to a free inter-terminal shuttle, a bus or a cab, tells them to “follow the orange coloured signage”, and states that “You must then go through the check-in, immigrations and security screening process again before heading to your next flight.”

So neither hub promises you a single terminal. What Delhi gives you is certainty about the destination terminal and published instructions for getting there. What Mumbai gives you is a published connection allowance. Those are different kinds of help, not different amounts of it.

How to choose between them, and how to judge a hub this page does not cover.

Three things decide it, and none of them is the flight time.

How much the operator tells you in advance. Delhi names the departure terminal for every international flight and publishes transfer instructions for arrivals at the other two. Mumbai publishes a designation and no per-flight assignment. Neither rules out a terminal change. A hub that documents the transfer is easier to plan than one that leaves it to the boarding pass.

Whether the airport publishes a connection time allowance on its transfer page. Mumbai’s does, and it is at least three to four hours. Delhi’s domestic to international transfer page does not. A published allowance is useful even when it is long, because it lets you check your booking against the airport’s own expectation instead of guessing.

What the connection actually contains. Not the gap on the timetable, but the tasks inside it: baggage, terminal change, check-in, security, immigration. The next section is about that, and it is where most of the difference between a comfortable connection and a bad one lives.

Apply the same three to any hub. That is why this page compares Mumbai and Delhi on what the operator documents, what allowance it publishes and what the connection contains, rather than on which one shows the shorter layover on the day you searched.

The arithmetic to do yourself

Do not take a single published figure as your journey time. Build it:

1. Road to the airport. Thirty kilometres, timed for your departure hour.
2. Airport time at Rajkot, as your airline requires for a domestic departure.
3. First sector, Rajkot to Mumbai or Rajkot to Delhi.
4. The connection. At Mumbai, the operator recommends at least three to four hours for an international connection. At Delhi, the operator publishes no equivalent allowance, and the departure process still has to happen.
5. Second sector, hub to Dubai.

Run that with your own booking and compare the answer against IndiGo’s nine-to-twenty-seven-hour range. If your total sits near the bottom of that range, your connection is tight. If it sits near the top, you have an overnight in an Indian airport, and that is a different trip to plan for.

One ticket or two, and why it decides almost everything

Before you book, find out whether your two flights sit on one booking or on two separate ones. On an itinerary where every journey connects, this is the most consequential thing about the booking, and it is easy to miss because the price and the flight times look the same either way.

It can decide what happens to your bags, though the next section shows that on at least one carrier here it does not. It also decides how your journey is treated if the first sector runs late and you miss the Dubai flight. On one booking, the airlines involved have accepted your two flights as a single itinerary. On two bookings they have not, and the second flight is simply a flight you did not board.

This page does not tell you what any particular airline will then do for you. That depends on the fare, the carrier and the cause, no source consulted here publishes a rule for it, and it is worth knowing who answers when a connecting sector goes wrong before you book rather than at the gate.

What happens to your checked bags at the hub

This is the question that decides whether three hours at the hub is a meal and a walk or a scramble, and almost nothing written about this route answers it.

IndiGo answers it directly, and the answer is not the convenient one. Its baggage page carries a question asked specifically about two separate bookings: “Can I check-in for my onward flight at the point of departure and reclaim my checked-in baggage at the end of the entire journey, in case of connecting flight made by me in two different PNRs?” Four statements answer it, and the last one reaches much further than the question did.

“No. We do not offer a through check-in service on connections which were made by the passengers on two different PNRs.”

“On arrival from the first flight, passengers must collect their luggage from the conveyer belt and check-in again for the connecting flight.”

“However, in cases where the domestic connection is offered by IndiGo in a single PNR, then a through check-in facility can be availed by passengers at the departure airport.”

“Please note: The option for through check-in is not available for international connecting flights even if the connection was made under a single PNR.”

Read the third and fourth together. Through check-in is available on a domestic connection sold as one booking, and not available on an international connection even when it is sold as one booking. A Rajkot to Dubai itinerary is an international connection. So on IndiGo, the second statement is what applies to you: collect the luggage from the belt at whichever hub your itinerary uses, and check in again for the Dubai sector. That is not a queue. It is a reclaim, a walk, a check-in desk and a second security screening, with children and trolleys, inside the connection time.

Air India publishes a programme that does the opposite, and two separate things keep Rajkot out of it. The airline’s Easy Connect hub and spoke page says “Complete check-in and immigration at your origin and enjoy smooth journeys” and, of the baggage, “Your checked baggage goes straight to your final destination.”

It is a conditional programme, and the page is explicit about that: “Your booking qualifies if all the following conditions apply”. The three conditions are:

“You are booked to travel on an AI 11XX flight (e.g. AI 1111, AI 1112, etc.)”

“Your ticket includes onward travel to, or arrival from, an international destination.”

“There are four hours or less between your first flight’s arrival time and your second flight’s departure time.”

Two of those matter here. The page states separately: “Services are available from Varanasi, Amritsar, Ahmedabad, with more airports being added over time.” Rajkot is not among the three airports named. And the first condition rules out the Rajkot services Air India names on its own route page, because “AI 2786” and “AI 2538” are not AI 11XX flights.

So the programme, as published, does not reach the Rajkot departures the airline itself lists. The page does not say what happens outside the programme, and this article will not guess. What it can tell you is the question to ask, and when.

Ask at the Rajkot check-in desk, before you hand over the bags: will these be checked through to Dubai, or do I collect them at the hub? The answer changes how you spend the connection, and it is the one piece of information the booking screen will not give you.

And note what this does to the arithmetic at any hub. An airport recommending at least three to four hours for an international connection is recommending it for a process that, on at least one of the two carriers here, includes reclaiming and rechecking every bag you travel with.

Two flights, with children

A two-sector journey with a long connection asks more of small children than a non-stop does.

Your cabin baggage crosses two security screenings rather than one, so the battery limits that apply on both sectors are worth checking before you pack, not at the first checkpoint.

And a connection measured in hours rather than minutes is its own stage of the trip. Families booking the cheapest itinerary sometimes discover the difference at two in the morning in a terminal, with a second flight still ahead of them.

The alternative a lot of Saurashtra families consider

If every Rajkot itinerary involves a change of plane anyway, the obvious question is whether it is worth reaching a Gujarat airport that has non-stops and starting from there instead. What follows is what the airlines publish about that choice, and how to weigh it.

Ahmedabad is on the lists Rajkot is missing from. Emirates and flydubai both publish the Indian cities they serve, and both include Ahmedabad. flydubai goes further on its own Ahmedabad route page and states it directly: “Yes, there are non-stop flights available from Ahmedabad to Dubai.” The same page gives a flight duration of “03h 25min” and a frequency of “2 flights weekly”. IndiGo publishes that of the Ahmedabad options it sells, “only one of them is a direct flight”, with a duration of “3 hr” against “at least 6 hr and 5 min” for its connecting alternative.

What you are really comparing is not two flight times. It is two shapes of journey. One is a road leg to a different city followed by a single flight of roughly three and a half hours. The other is a short road leg, a domestic flight, a connection of several hours in Mumbai or Delhi, and a second flight.

Compare the steps, not the hours. This page cannot compare the totals, because no source consulted here publishes a Rajkot to Ahmedabad road time, and without it there is no Ahmedabad total to compare. What it can compare is how many separate steps each option asks of you.

Counted the same way on both sides, starting at your front door: the Ahmedabad option is a road journey, check-in, security, immigration and one flight, so five. The Rajkot option, on IndiGo, is a road journey, check-in, security, a flight, then at the hub a baggage reclaim and recheck, a second security screening and immigration, then a second flight, so eight. Three of those eight sit inside a connection window that does not move if you are slow.

The count is carrier-specific and this page says so. It is eight on IndiGo, because IndiGo publishes that through check-in is not available on an international connection. On Air India it may be fewer, and this page does not know, for the reasons set out above.

Then decide where you would rather carry the risk. Both options put uncertainty somewhere, and neither removes it. Ahmedabad concentrates it on a road, where you set the departure time and can leave earlier if you are worried. Rajkot has a shorter road leg but adds an airport connection on top of it, and inside a connection you control nothing at all.

This page will not tell you which to choose, and it will not give you a road or rail time between Rajkot and Ahmedabad, because no source consulted here publishes one and a guess would be the most misleading number on the page. What it can give you is the basis to decide on. If you do choose Rajkot, buy the longest connection you can rather than the shortest, because on the evidence above the connection is where the work happens.

One caution before you act on it. Air India’s own Ahmedabad route page carries the row “Direct flight from Ahmedabad to Dubai | 0 *daily frequency varies”, which sits against what flydubai, IndiGo and Emirates publish for the same route. A route page describes what that carrier sells, not what the route offers, so a zero on one airline’s page is not a statement about the airport. Check more than one carrier before you conclude anything about any route, including this one.

Where you land in Dubai

Your arrival terminal depends on which airline operates your second sector, not on where you started. Dubai Airports publishes an airline directory that gives the terminal for each carrier.

Airline, as printed in the directory	Terminal, as printed
Air India	“Terminal: 1”
IndiGo	“Terminal: 1”
Emirates	“Terminal: 3”
Fly dubai	“Terminal: 2, 3, DWC”
Air India Express	“Terminal: 2”

Read that table with two things in mind.

Dubai Airports publishes no date on the directory. Terminal assignments change, and a directory without a last-updated stamp cannot tell you how current it is. Your boarding pass is the authority on the day.

One entry lists three locations rather than one. The “Terminal: 2, 3, DWC” row covers all of that airline’s Dubai operations, and DWC is a different airport from DXB altogether. If your onward flight is with that carrier, the booking decides which of the three you are going to, and the directory cannot.

The terminal is not just a walk. Dubai Airports introduces its Metro page with the line “The Dubai Metro’s Red Line offers connections from DXB Terminals 1 and 3, operating:” followed by the operating hours. Read that sentence for what it leaves out. Terminal 2 is not named in it, and it is not named anywhere else on the page either. A family landing at Terminal 2 with luggage and children is making a different onward plan from a family landing at Terminal 1, and it is worth knowing which before you arrive rather than at the exit. Working out how you will get from the terminal into the city belongs in the booking stage, not the arrival stage.

Dubai Airports also publishes a broader description of the terminal structure in its fact file. It states that “DXB comprises three terminals:” and then lists them:

“Terminal 1 (includes Concourse D) serves all airlines” “Terminal 2 serves scheduled, charter, and special flights (pilgrimage)” “Terminal 3 (includes Concourses A, B & C) is dedicated for use by Emirates”

Those lines and the airline directory, both published by Dubai Airports, do not sit together neatly. The directory lists a carrier other than Emirates at Terminal 3, and it does not list Emirates at Terminal 1. This page reports both as published rather than choosing between them.

What happens after the aircraft door opens is a longer subject than this page can carry, and how the arrival is processed once you reach Dubai is set out separately, lane by lane.

What this page does not tell you

Five things, each with its reason.

• No fares: Airfares on a connecting itinerary change daily and differ by booking class, date and carrier. Any number printed here would be wrong within a week, and a wrong number is worse than no number.
• No timetables: The two Air India flight numbers quoted above appear only as evidence of the connecting pattern, because the airline’s own page names the via points on them. They are not a schedule and should not be used as one.
• Nothing about Akasa Air: That airline’s own network pages could not be retrieved for this page, and it does not appear in the Dubai Airports airline directory. Absence from a directory is not a statement by the airline, so this page makes no claim about it either way.
• No Dubai airport coordinates or ICAO code: The United Arab Emirates aeronautical information publication could not be retrieved for this page, on any attempt or any edition tried. Whether that is the publication or the retrieval is not something this page can tell you, so it claims nothing from it. Rajkot’s coordinates appear above because India’s publication was reachable. Dubai’s do not appear because its equivalent was not, and this page does not fill the gap from another kind of source.
• No forecast: The customs and immigration row is reported with its effective date and amendment number. Whether it stays that way is not something this page knows.

Two further subjects are deliberately elsewhere. The permission your passport needs before any of this matters is a separate process with its own documents and timings. And the money that leaves your hands after landing has almost nothing to do with the fare you compared, which is why it gets its own page.

Before you book

Five checks. The first two belong at the booking screen, the rest to the days before you travel.

1. Read the service type, not the city pair.
   On the evidence here, every Rajkot to Dubai itinerary sold by the carriers checked involves a change of plane. What differs is where, and for how long.
2. Establish whether your two flights are on one booking or two.
   It changes how the journey is treated if the first sector runs late, and it is not something you can fix afterwards.
3. Ask, at the Rajkot check-in desk, whether your bags are checked through to Dubai or collected at the hub.
   On IndiGo, its own page says an international connection has no through check-in even on a single booking. Plan the connection around the answer you get.
4. Confirm the airport code.
   It should read HSR. If an article, a listing or a confirmation says RAJ, the airport it describes is not the one handling your flight.
5. Check your Dubai terminal on the boarding pass, and plan the journey out of the airport around it, particularly if it is Terminal 2. Allow the connecting airport’s own advice on the way out: Mumbai’s is at least three to four hours for an international connection, and Delhi’s transfer page publishes no equivalent figure.

If you are pricing the trip as a package rather than assembling it flight by flight, Dubai departures arranged from Rajkot put the connection, the transfer and the hotel on one booking, which changes who is responsible when a sector runs late.

Verified: Sept. 15, 2026. Next review: March 15, 2027, and sooner if India's aeronautical publication amends the Rajkot entry, if IndiGo changes its through check-in position, or if Air India brings the Rajkot services into Easy Connect, which would require both the origin list and the flight numbers to change. Those are the findings this page turns on.