Ninoy Aquino International Airport

History

Early history

Manila's original airport, Grace Park Airfield (also known as Manila North) in Grace Park, Caloocan (then a municipality of Rizal), opened in 1935. It was the city's first commercial airport and was used by the Philippine Aerial Taxi Company (later Philippine Airlines) for its first domestic routes.

In July 1937, Nielson Airport, located in the 45 ha land in Makati, also then in Rizal, was inaugurated and served as the gateway to Manila; its runways now form Ayala Avenue and Paseo de Roxas. Following World War II and Philippine independence, Grace Park Airfield ceased operations, while Nielson Airport continued to operate until it was decommissioned in 1948.

Airport operations were moved to the current site, Nichols Field, due to the flatter terrain, expanse of greenfield land, and the existing USAF base runway (Runway 13/31), which could be used for the airport. The original one-story bungalow terminal was built adjacent to the runway and served as Terminal 4.

Early operations

In 1954, the airport's longer international runway (Runway 06/24) and associated taxiways were built, and in 1956, construction was started on a control tower and an international terminal building. The new terminal was designed by Federico Ilustre and was built on the current site of Terminal 2. It was inaugurated on September 22, 1961. On January 22, 1972, a fire caused substantial damage to the terminal, resulting in six casualties.

A slightly smaller terminal was built the following year. This second terminal would serve as the country's international terminal until 1981 when it was converted to a domestic terminal, upon the completion and opening of Terminal 1, a new, higher-capacity terminal. Another fire damaged the old international terminal in May 1985.

The development of the Manila International Airport, which includes Terminal 1, was approved by Executive Order No. 381 immediately after the former airport was destroyed by a fire a month earlier. The project's feasibility study and master plan were conducted by the Airways Engineering Corporation in 1973, supported by a US$29.6 million loan from the Asian Development Bank (ADB). In 1974, the designs were approved by the Philippine government and the ADB. Construction began in the second quarter of 1978 on a site close to the original Manila Airport, within the jurisdiction of Parañaque, then a municipality of Metro Manila.

Assassination of Ninoy Aquino

Main article: Assassination of Ninoy Aquino

On August 21, 1983, oppositionist politician Ninoy Aquino attempted to return to the Philippines from exile in the United States, hoping to convince president Ferdinand Marcos to let go of political power after having held his position for nearly two decades. Aquino was assassinated mere moments after exiting his plane at Terminal 1's Gate 8. Aviation Security Command (AVSECOM) personnel escorted Aquino out of the plane to the tarmac, where an agency van awaited. A single gunshot was fired, identified as the one that killed him, with several more shots shots following, killing the alleged assassin, Rolando Galman. Seconds later, gunfire erupted, causing chaos in the plane, the tarmac, and the terminal.

The incident triggered constant protests for the next three years, and along with the crash of the Philippine economy earlier in 1983, is credited as one of the key events which led to the People Power Revolution in 1986 which removed Marcos from power.

Four years after the incident, during the presidency of Ninoy's widow Corazon Aquino in 1987, Republic Act No. 6639 was enacted without executive approval, renaming the airport in Ninoy's honor. Presently, a body mark of Aquino's assassination is on display at the departures area of Terminal 1, while the spot at Gate 8 (currently Gate 11) where he was killed has a memorial plaque.

Expansion and growth

Plans for a new terminal were conceived in 1989 when the Department of Transportation and Communications (now Department of Transportation) commissioned the French company Aéroports de Paris to conduct a feasibility study to expand capacity, which recommended to build two new terminals. Airport : Terminal 1 Manila International Airport Authority Accessed September 7, 2006

In 1991, the French government provided a 30-million-franc soft loan to the Philippine government to fund the detailed architectural and engineering design. ADP finished the design in 1992. The Japanese government followed suit in 1994, providing an soft loan to the Philippine government to finance 75% of the construction costs and the entirety of the supervision costs. The construction of the terminal officially began on December 11, 1995, and the Philippine government took over the completed terminal on December 28, 1998. The terminal became fully operational in 1999.

The construction of Terminal 3 was proposed by Asia's Emerging Dragon Corporation (AEDP). AEDP eventually lost the bid to PairCargo and its partner Fraport AG of Germany. Originally scheduled to open in 2002, a contract dispute between the government of the Philippines and the project's main contractor, Philippine International Air Terminals Co. Inc. (Piatco), delayed its completion. While the original agreement allowed PairCargo and Fraport AG to operate the airport for several years after its construction, followed by a government handover, the government offered to buy out Fraport AG for US$400 million, to which Fraport agreed. However, before the terminal could be completed, President Gloria Macapagal Arroyo called the contract "onerous" and formed a committee to evaluate the buyout agreement. The contracts were declared null and void by the Supreme Court in May 2003, the Philippine government took over the terminal in December 2004. Piatco sued the Philippine government before the International Chamber of Commerce (ICC), while Fraport separately sued the government at the International Center for the Settlement of Investment Disputes (ICSID). The ICSID decided in August 2007 in favor of the government, while in January 2012, the ICC case became final and executory in favor of the government. Terminal 3 partially opened in 2008 and became fully operational in 2014, serving Cebu Pacific and most international airlines.

Passenger traffic at NAIA grew rapidly in the early 2010s, significantly outpacing the airport’s designed capacity and contributing to chronic congestion and operational issues. In 2012, NAIA handled approximately 31.88 million passengers, exceeding its optimal capacity of about 30 million passengers per year. By 2015, passenger throughput had risen further to around 36.6 million, surpassing the airport’s maximum capacity of 35 million passengers annually.

In October 2015, reports of an extortion scam concerning bullets planted by airport security officials in airline passengers' luggage, dubbed by the local media the tanim-bala [literally plant-bullet] scam) spread, causing a political controversy. Malacañang Palace and the Philippine Senate investigated the incidents. In April 2016, a similar incident occurred.

Terminal reassignments

On December 1, 2022, MIAA officially began to implement the Schedule and Terminal Assignment Rationalization (STAR) program. From April to June 2023, eight foreign airlines moved to Terminal 3. These changes were designed to offer international passengers at Terminals 1 and 3 a wider selection of food and retail outlets, and additional time for duty-free shopping. After PAL completed moving all its international flights to T1 on June 16, 2023, Philippines AirAsia and Royal Air Philippines began operating from Terminal 2 on July 1, thereby reverting the terminal to its original domestic design. While T2 is being expanded, Cebu Pacific's domestic and international operations remained at Terminal 3.

Turboprop reassignments

Ahead of NAIA's privatization, in July 2024, the Philippine government reportedly planned to reassign turboprop flights in Manila to secondary airports. At the time, the government had no official policy for the transfer, but Transportation Undersecretary Timothy John Batan encouraged airlines to move its turboprop flights to Clark International Airport.

On December 3, 2024, the Manila Slot Coordination Committee (MSCC), a public-private regulatory committee which regulates NAIA's slots, issued a resolution to direct airlines to completely transfer its turboprop flights out of Manila to secondary airports by October 2025. The rationalization aims to maximize the use of airport slots in Manila, which would exclusively be dedicated to jet aircraft. It would be implemented in three phases: with the MSCC requiring scheduled domestic carriers to transfer 30% of its turboprop flights by March 2025, followed by all such flights by October, and finally, airlines with a turboprop fleet fewer than five planes would follow suit by March 2026.

The transfer also aims to maximize Clark International Airport's capacity, as it had been underserved since the opening of its expanded terminal in 2022, designed to handle eight million passengers annually. Cebgo, the turboprop subsidiary of Cebu Pacific, then announced the transfer of its Masbate and Siargao flights to Clark.

Attempts at privatization

In September 2014, the government began exploring the airport's privatization under a public–private partnership. The move was intended to improve and expand the airport. Bidding for the airport’s privatization was initially planned to commence in 2015, with the objective of completing the process and transferring operations to a private concessionaire by 2016. Several major Philippine conglomerates were reported to have expressed interest in bidding for the airport’s operations and maintenance contract, including Aboitiz, Ayala Corporation, and Megawide were reportedly interested in bidding for the airport's operations and maintenance, with the latter being the operator of the Mactan–Cebu International Airport, whose public–private partnership process was intended to serve as the model for the airport’s planned privatization.

On February 12, 2018, a consortium of seven conglomerates consisting of Aboitiz InfraCapital, AC Infrastructure Holdings (Ayala), Alliance Global, Asia's Emerging Dragon, Filinvest Development Corporation, JG Summit Holdings, and Metro Pacific Investments Corporation (which later pulled out in March 2020) submitted a , or , 35-year unsolicited proposal to rehabilitate, expand, operate, and maintain the airport. The consortium's proposal was divided into two phases: the improvement and expansion of terminals in the current NAIA land area and the development of an additional runway, taxiways, passenger terminals, and associated support infrastructure. Changi Airport Consultants Pte. Ltd., was to provide technical support. Singapore's Changi Airport Group eyed a 30% stake in this venture.

On March 1, 2018, Megawide and its India-based consortium partner GMR Infrastructure submitted a ₱150 billion, or US$3 billion, proposal to decongest and redevelop the airport. GMR-Megawide did not propose a new runway, claiming that it would not significantly boost capacity.

On July 7, 2020, the NAIA consortium's proposal was rejected by the government, allowing GMR-Megawide to take over the project. On December 15, however, MIAA revoked the original proponent status (OPS) of GMR-Megawide, who then filed a motion for reconsideration. The MIAA denied the motion for reconsideration. In August 2022, the Department of Transportation (DOTr) announced plans to rebid the public–private partnership project within the year.

Privatization and rehabilitation

Following a major airspace closure on January 1, 2023, plans to privatize the airport were pitched again. Finance Secretary Benjamin Diokno supported such plans, but maintained that it should be "thoroughly studied". On April 27, the Manila International Airport Consortium (MIAC), composed of six organizations (Alliance Global, AC Infrastructure Holdings under Ayala Corporation, Infracorp Development, Filinvest Development Corporation, and JG Summit Infrastructure Holdings) submitted a 25-year unsolicited proposal to rehabilitate the airport. This proposal was subsequently rejected by the administration of President Bongbong Marcos on July 19, which opted to go through solicited bidding instead.

The solicited concession agreement is set for fifteen years, with a ten-year extension if needed in case the opening of New Manila International Airport (NMIA) in Bulacan and Sangley Point Airport in Cavite would be delayed. The bidding opened on August 23, 2023. Four consortia submitted bids on the December 27 deadline: MIAC, Asian Airports Consortium (consisting of Lucio Co's Cosco Capital, Inc.; Asian Infrastructure and Management Corp., Philippine Skylanders International, Inc., and PT Angkasa Pura II), GMR Airports Consortium, and SMC SAP & Co. Consortium, a consortium led by San Miguel Corporation (SMC) and Incheon International Airport Corporation—the operator of Incheon International Airport in South Korea, with RMM Asian Logistics Inc. and RLW Aviation Development Inc. The Asian Airports Consortium was disqualified in the bidding after it was deemed non-compliant.

On February 16, 2024, the DOTr awarded the contract to SMC SAP & Co. Consortium, later renamed as New NAIA Infrastructure Corporation (NNIC). the contract was signed on March 18, witnessed by President Marcos. NNIC offered the biggest revenue share with the government at 82.16%, more than double the proposed revenue shares of GMR Airports Consortium (33.30%) and MIAC (25.91%). The consortium also made the initial payment to the government. With the privatization, the national government is expected to earn , or annually. On September 14, 2024, the MIAA turned over the operations and maintenance of the airport to NNIC. The operator's parent company, which is also constructing NMIA in Bulacan, decided to prioritize the rehabilitation of NAIA.

The turnover was followed by a series of airport fee hikes. On October 1, NNIC increased parking fees. The overnight parking fees, which quadrupled from to , drew criticism from motorists; however, both NNIC and the DOTr defended the move, as it is designed to deter the misuse of parking slots. According to NNIC, previous parking rates were used by non-passengers, which contributed to congestion. Nevertheless, NNIC is developing a 4 ha area near Terminal 3 for a 2,500-slot parking space. On the same day, it increased takeoff and landing fees, causing Philippine Airlines, Cebu Pacific, and Philippines AirAsia to propose a "terminal enhancement fee" to cover the higher fees, pending approval of the Civil Aeronautics Board. Additionally, passenger service charges are expected to increase in September 2025, the first increase since 2000.

Terminals

Ninoy Aquino International Airport has three passenger terminals, with plans to build another two.

Terminal 1

Covering 73000 m2, Terminal 1 of the Ninoy Aquino International Airport was designed to handle six million passengers annually. It is often referred to as the Ninoy Aquino Terminal, as it was the site of the former senator's assassination in 1983. The terminal, opened in 1982, is the airport's second oldest and exclusively handles international flights.

The terminal's detailed engineering design was created by Renardet-Sauti/Transplan/F.F. Cruz Consultant, and the architectural design was developed by Leandro Locsin's L.V. Locsin and Associates.

By 1991, Terminal 1 reached its capacity with a total passenger volume of 4.53 million. From that year, the terminal has been over capacity, recording an annual average growth rate of 11%. To accommodate this, improvements have been made, increasing its capacity to six million passengers. In the same year, an extension arrival area was constructed at the ground level to decongest the terminal's original arrivals area. The main arrivals curbside was later designated for VIPs and passengers with special requests until 2025, where it was reopened to all passengers.

From 2011 to 2013, Terminal 1 was ranked among the worst airports in Asia by the travel website The Guide to Sleeping In Airports. As a result, plans were developed to rehabilitate the terminal, expanding the arrival area, adding parking spaces, and enhancing facilities. Renovations began on January 23, 2014. Part of the project involved the installation of buckling restrained braces to enhance the building's structural integrity.

Terminal 1 once served almost all foreign-based carriers. After the full completion of the larger Terminal 3 in 2014, eighteen airlines moved to the larger terminal to decongest Terminal 1. Since June 16, 2023, flag carrier Philippine Airlines uses Terminal 1 as its international hub. Other airlines operating at Terminal 1 include Air China, Air India, Air Niugini, Asiana Airlines, China Airlines, China Eastern Airlines, EVA Air, Hunnu Air, Japan Airlines, Korean Air, Kuwait Airways, Malaysia Airlines, Oman Air, Royal Brunei Airlines, Saudia, Shenzhen Airlines, VietJet Air, Vietnam Airlines, XiamenAir, and Zipair Tokyo.

Terminal 2

Terminal 2, situated at the end of the old MIA Road (now NAIA Road), covers an area of 75,000 sqm. It occupies the land where the 1961–1972 terminal stood. Construction began in December 1995, and the terminal started operating in 1999. It received the name Centennial Terminal in commemoration of the centennial year of Philippine independence. French company Aéroports de Paris (ADP) initially designed the terminal for domestic use, but later modified the design to accommodate international flights. With 12 jet bridges, the terminal can accommodate 2.5 million passengers per year in its north wing and five million in its south wing, for a total of 7.5 million passengers per year. After its conversion to a domestic terminal in 2023, its capacity was increased to ten million.

From 1999 to 2023, flag carrier Philippine Airlines and its domestic subsidiary PAL Express exclusively used Terminal 2. It facilitated both domestic and international flights for these airlines, notwithstanding the operation of select PAL Express flights from Terminal 3 from 2012 to 2018. On June 16, 2023, PAL moved its international flights to Terminal 1, leaving its domestic flights at Terminal 2. This allowed the entry of low-cost carriers and former Terminal 4 users Philippines AirAsia and Royal Air Philippines on July 1, thereby converting T2 to exclusively serve domestic flights.

Terminal 3

Terminal 3, the newest and largest terminal, covers 182500 m2 and extends 1.2 km, occupying a 63.5 ha site on Villamor Air Base. With construction beginning in 1997, the terminal partially opened on July 22, 2008, increasing the airport's capacity by 13 million passengers. The terminal's development, part of the 1989 expansion plan, commenced in 1997 but was beleaguered by legal battles, red tape, and arbitration cases in the United States and Singapore, as well as technical and safety issues including repeated incidents of collapsed ceilings that led to repeated delays. Japan-based Takenaka Corporation undertook the terminal's rehabilitation, and it became fully operational on July 31, 2014.

Skidmore, Owings and Merrill (SOM) designed the US$640 million terminal, which has 20 jet bridges and four remote gates served by apron buses. The terminal's apron area spans 147400 m2 and can service up to 32 aircraft simultaneously. It has the capacity to serve 33,000 passengers per day or 6,000 per hour. Since April 2017, a 220 m long indoor footbridge called Runway Manila has been connecting the terminal to Newport City.

After the airport's privatization, the terminal was rehabilitated again, with new passenger amenities being opened gradually, including a dedicated lounge for Overseas Filipino Workers that opened in July 2024.

Low-cost carrier Cebu Pacific was the first to operate at Terminal 3 on July 22, 2008. PAL Express (then Air Philippines and Airphil Express) followed suit, and used it until 2018. The first foreign carrier to operate out of Terminal 3 was All Nippon Airways on February 27, 2011. From August to October 2014, Delta Air Lines (later terminated in 2021), KLM, Emirates, Singapore Airlines, and Cathay Pacific moved to Terminal 3. Between 2018 and 2020, United Airlines, Qantas, Qatar Airways, Turkish Airlines, and Etihad Airways followed suit, as did Jetstar Asia, Jetstar Japan, Scoot, China Southern Airlines, Starlux Airlines, Jeju Air, Ethiopian Airlines, Thai Airways International, and Gulf Air in 2023. Other operators at Terminal 3 include newer entrants Air Canada, Air France, Greater Bay Airlines, HK Express, and Jetstar. Terminal 3 has also been used by the AirAsia Group for its international flights since September 15, 2014.

Old Terminal 4

Constructed in 1948, the old Terminal 4, also known as the Manila Domestic Passenger Terminal or the Old Domestic Terminal, was the first and original structure of the airport, as well as its oldest and smallest terminal. Positioned on the old Airport Road, the Domestic Terminal was located near the north end of Runway 13/31. It accommodated up to three million passengers annually until its closure.

Philippines AirAsia was a primary user of Terminal 4 from 2013 to 2023. In December 2022, to decongest the terminal, it transferred its two busiest flights—to Cebu and Caticlan—to Terminal 3, while all other domestic flights remained at T4. It continued to operate under this scheme until all flights were transferred to Terminal 2 on July 1, 2023. With that, the original T4 had been specifically assigned for turboprop aircraft, functioning exclusively with ground-loaded gates, primarily hosting domestic flights by regional airlines such as AirSWIFT, SkyJet Airlines, Cebgo, and Sunlight Air.

In response to the COVID-19 pandemic, the airport authority closed Terminal 4 to minimize operating costs, while the remaining three terminals resumed operations in June 2020 upon the lifting of the enhanced community quarantine in Luzon. During its temporary closure, the terminal was utilized as a vaccination site for airport employees. As such, AirAsia temporarily transferred its domestic operations to Terminal 3. After a two-year hiatus, Terminal 4 reopened on March 28, 2022.

Under NNIC's management, the old Terminal 4 closed on November 6, 2024, to make way for major renovations until February 2025. As such, AirSWIFT, Cebgo, and Sunlight Air relocated to Terminal 2. However, NNIC halted its renovation on the terminal, identifying the structure as a safety hazard. The terminal began to be demolished in late February 2025 as part of a broader land optimization plan to create space for a new taxiway that will enhance aircraft movement between Terminals 1, 2, and 3.

New Terminal 4

Under NNIC's management, a new Terminal 4 will be built at the International Cargo Terminal building.

Terminal 5

Under NNIC's management, Terminal 5 will be built next to Terminal 2. The Philippine Village Hotel and the old Nayong Pilipino complex have been demolished for the construction of Terminal 5. Terminal 5 is expected to be complete by 2029.

Infrastructure and facilities

Runways

NAIA's primary runway is 3514 m long and 60 m wide, running in a northeast–southwest direction at a true bearing of 060.3°/240.3° (designated as Runway 06/24). Its secondary runway is 2249 m long and 45 m wide, running in a southeast–northwest direction at 134.8°/314.8° (designated as Runway 13/31). The primary runway was oriented at 06/24 to harness the southeast and southwest winds; in other words, the primary runway is designed to utilize the prevailing northeast-southwest winds, with its designation 06/24 reflecting its 060°/240° magnetic heading, allowing aircraft to take off and land into the wind for better lift and control, especially in varying conditions like the typical monsoon/trade winds. Of the 550 daily flights, 100 take the secondary runway. It mainly caters to private planes and narrowbody aircraft such as the ATR 72-500, Airbus A320, and Airbus A321, and was the main runway of the original Terminal 4.

Runway 13/31 closed in 2020 for rehabilitation. The runway was reopened on February 16, 2021, along with a newly constructed taxiway.

In 2014, Transportation and Communications Secretary Joseph Abaya proposed a new runway adjacent to the existing Runway 06/24. The proposed runway has a length of 2100 m that could allow the landing of an Airbus A320 and increase capacity from 40 planes per hour to 60–70. A Dutch consultant hired by the government also suggested to build another terminal to cause less disruptions to the general public.

Previously, the Japan International Cooperation Agency proposed Sangley Point in Cavite as the site of an international airport serving the Greater Manila Area, meaning Sangley could serve as NAIA's third runway.

NAIA Road

NAIA Road (Ninoy Aquino International Airport Road), formerly known and still commonly referred to as MIA Road (Manila International Airport Road), is a short 8-10 lane divided highway connecting Roxas Boulevard and the Manila–Cavite Expressway (R-1) with NAIA. It is also a major local road that links the cities of Parañaque and Pasay, running approximately 2.5 km underneath the elevated NAIA Expressway from R-1 in Tambo, Parañaque, to NAIA Terminal 2 in Pasay. En route, it intersects, from west to east, Quirino Avenue, Domestic Road, and Ninoy Aquino Avenue. The road ends at the entrance of NAIA Terminal 2.

The road also houses a small strip of shops across from the former Coastal Mall, Tambo Elementary School at Quirino Avenue, Park 'N Fly at Domestic Road, and the old Nayong Pilipino (site of the future NAIA Terminal 5) close to Terminal 2. The old NAIA Terminal 1 is accessible by turning south at Ninoy Aquino Avenue, which also leads to the Duty Free FiestaMall and continues on to Sucat as Dr. Santos Avenue. The new Terminal 3, on the other hand, is located on Andrews Avenue, which can be accessed from Domestic Road. The road was originally named MIA Road and was only renamed in 1987 when the airport was renamed in honor of Senator Ninoy Aquino, who was assassinated there in 1983.

Maintenance

Lufthansa Technik Philippines (LTP) (formerly PAL Technical Center) was founded in 2000 as a joint venture of German firm Lufthansa Technik (51%) and Philippine aviation service provider MacroAsia Corporation (49%). Lufthansa Technik Philippines offers customers aircraft maintenance, repair, and overhaul (MRO) services.

The company performs maintenance checks for the Airbus A320 family and A330/A340 aircraft. Seven hangar bays and workshops provide industry standard maintenance, major modifications, cabin reconfigurations, engine maintenance, and painting for the A320 family, A330/A340, as well as the Boeing 747-400 and 777 aircraft. A new widebody hangar was recently added to meet the increasing demand for A330/A340 maintenance.

The company also opened an Airbus A380 maintenance hangar to allow the aircraft to be repaired at the airport facility. It also provides technical and engineering support for the entire Philippine Airlines fleet and other international airline fleets.

Aviation Partnership (Philippines) Corporation is Cebu Pacific third-line maintenance. It was a former joint venture of SIA Engineering Company (51%) and Cebu Pacific Air (49%) until November 2020 when Cebu Pacific decide to take 100% ownership of the company. It provides line maintenance, light aircraft checks, technical ramp handling, and other services to Cebu Pacific and third-party airline customers.

Training

Philippine Airlines (PAL) operates the PAL Learning Center within the airport's premises. The center includes training facilities for pilots and cabin crew, catering services, a data center, and an Airbus A320 flight simulator.

DHL

The airport is a gateway facility for DHL. On March 12, 2006, the company opened its first quality control center.

Airlines and destinations

Passenger

| Air Canada | Vancouver | Air China | Beijing–Capital, Chengdu–Tianfu | Air France | Seasonal: Paris–Charles de Gaulle | Air India | Delhi | Air Niugini | Port Moresby | AirAsia | Kuala Lumpur–International | AirSWIFT | El Nido (ends March 28, 2026) | All Nippon Airways | Tokyo–Haneda, Tokyo–Narita | Asiana Airlines | Seoul–Incheon | Cathay Pacific | Hong Kong | Cebgo | Busuanga, Caticlan, Cebu, Naga (all end March 28, 2026) | Cebu Pacific | Bacolod, Bandar Seri Begawan, Bangkok–Don Mueang, Bangkok–Suvarnabhumi, Butuan, Cagayan de Oro, Caticlan, Cauayan, Cebu, Chiang Mai, Da Nang, Davao, Denpasar, Dipolog, Dumaguete, Dubai–International, Fukuoka, General Santos, Guangzhou, Hanoi, Ho Chi Minh City, Hong Kong, Iloilo, Jakarta–Soekarno-Hatta, Kalibo, Kaohsiung, Kuala Lumpur–International, Laoag, Legazpi, Macau, Melbourne, Nagoya–Centrair, Osaka–Kansai, Ozamiz, Pagadian, Puerto Princesa, Riyadh (resumes March 1, 2026), Roxas, Sapporo–Chitose, Seoul–Incheon, Shanghai–Pudong, Singapore, Sydney, Tacloban, Tagbilaran, Taipei–Taoyuan, Tokyo–Narita, Tuguegarao, Virac, Zamboanga | China Airlines | Kaohsiung, Taipei–Taoyuan | China Eastern Airlines | Shanghai–Pudong | China Southern Airlines | Guangzhou | Emirates | Dubai–International | Ethiopian Airlines | Addis Ababa | Etihad Airways | Abu Dhabi | EVA Air | Taipei–Taoyuan | Greater Bay Airlines | Hong Kong | Gulf Air | Bahrain | HK Express | Hong Kong | Hunnu Air | Seasonal charter: Ulaanbaatar | Japan Airlines | Tokyo–Haneda, Tokyo–Narita | Jetstar | Perth | Jetstar Japan | Osaka–Kansai, Tokyo–Narita | KLM | Amsterdam | Korean Air | Seoul–Incheon | Kuwait Airways | Kuwait City | Malaysia Airlines | Kuala Lumpur–International | Oman Air | Muscat | PAL Express | Bacolod, Busuanga, Butuan, Cagayan de Oro, Catarman, Caticlan, Cebu, Cotabato, Cauayan, Davao, Dipolog, Dumaguete, General Santos, Iloilo, Laoag, Legazpi, Ozamiz, Phnom Penh, Puerto Princesa, Roxas, Saipan (resumes March 29, 2026), San Jose de Buenavista, Siargao, Tacloban, Tagbilaran, Tuguegarao, Zamboanga | Philippine Airlines | Bangkok–Suvarnabhumi, Beijing–Capital, Brisbane, Busan, Cagayan de Oro, Cebu, Da Nang, Davao, Denpasar, Doha, Dubai–International, Fukuoka, General Santos, Guam, Hanoi, Ho Chi Minh City, Hong Kong, Honolulu, Iloilo, Jakarta–Soekarno‐Hatta, Koror (begins March 29, 2026), Kuala Lumpur–International, Los Angeles, Melbourne, Nagoya–Centrair, New York–JFK, Osaka–Kansai, Perth, Port Moresby, Puerto Princesa, Quanzhou, Riyadh, San Francisco, Seattle/Tacoma, Seoul–Incheon, Shanghai–Pudong, Singapore, Sydney, Taipei–Taoyuan, Tokyo–Haneda, Tokyo–Narita, Toronto–Pearson, Vancouver, Xiamen Seasonal: Sapporo–Chitose Seasonal charter: Medina | Philippines AirAsia | Bacolod, Bangkok–Don Mueang, Cagayan de Oro, Caticlan, Cebu, Da Nang (begins March 20, 2026), Hanoi (begins March 20, 2026), Hong Kong, Iloilo, Kalibo, Kaohsiung, Kota Kinabalu, Kuala Lumpur–International, Osaka–Kansai, Macau, Puerto Princesa, Roxas, Seoul–Incheon, Tacloban, Tagbilaran, Taipei–Taoyuan, Tokyo–Narita | Qantas | Brisbane, Sydney | Qatar Airways | Doha | Royal Brunei Airlines | Bandar Seri Begawan | Saudia | Jeddah, Riyadh | Scoot | Singapore | Shenzhen Airlines | Shenzhen | Singapore Airlines | Singapore | Starlux Airlines | Taipei–Taoyuan | Sunlight Air | Busuanga, Cebu | Thai Airways International | Bangkok–Suvarnabhumi | Turkish Airlines | Istanbul | United Airlines | Guam, Koror, San Francisco | VietJet Air | Ho Chi Minh City | Vietnam Airlines | Hanoi, Ho Chi Minh City | XiamenAir | Quanzhou, Xiamen | Zipair Tokyo | Tokyo–Narita (ends March 28, 2026)

Cargo

| Air Hong Kong | Cebu, Hong Kong | ANA Cargo | Tokyo–Haneda, Tokyo–Narita | Central Airlines | Ezhou | China Cargo Airlines | Shanghai–Pudong | China Postal Airlines | Fuzhou, Yiwu | Hong Kong Air Cargo | Hong Kong | JAL Cargo | Tokyo–Haneda, Tokyo–Narita | Korean Air Cargo | Seoul–Incheon | Royal Air Philippines | Nanning | SF Airlines | Shenzhen | Skyway Airlines | Hong Kong | XiamenAir | Xiamen | YTO Cargo Airlines | Chennai, Hangzhou, Macau, Nanning

• Philippine Airlines also maintains integrated airport ground handling services, cargo operations and a full catering service for it and other airlines. This is composed of PAL Airport Services, Philippine Airlines Cargo and the PAL Inflight Center.

Statistics

Data from Airports Council International and the Manila International Airport Authority.

Ground transport

Inter-terminal shuttle bus

NNIC operates a free landside shuttle service between all terminals for passengers making connections.

UBE Express operates a paid landside shuttle service between all terminals called the "NAIA Loop" for passengers making connections.

Cebu Pacific and Philippine Airlines both operate airside shuttle services between their respective terminals.

Bus

UBE Express "Route 43/PITX-NAIA Loop" buses operate Premium Point-to-Point Bus Services between the airport (Terminal 3) and the Parañaque Integrated Terminal Exchange (PITX), for onward connections to LRT Line 1.

UBE Express also provides point-to-point services to/from Manila, Makati, Muntinlupa, Quezon City, Pasay and Parañaque, all in Metro Manila; and Santa Rosa in Laguna. The Pasay service stops at the JAM Liner, Philtranco and Victory Liner terminals for passengers going to/coming from the provinces in Northern and Southern Luzon.

Genesis Transport provides service to/from Clark International Airport. HM Transport provides service to/from LRT Line 1's EDSA station and MRT Line 3's Taft Avenue station.

City buses provide service to/from PITX, Diliman in Quezon City, and Balagtas and San Jose del Monte in Bulacan, respectively. In addition, Citylink bus routes to and from Eastwood City in Quezon City have a terminal in Newport City, which is just across Terminal 3.

Jeepney

Jeepneys provide service to/from Parañaque and Pasay.

Rideshare

Rideshare pick up and drop off is available at the multi-level parking building of Terminal 3.

Train

The nearest train station to NAIA is LRT Line 1's Ninoy Aquino Avenue station, inaugurated in November 2024. However, there is no direct connection between the station and the airport terminals. The absence of a direct link is attributed to regulatory constraints imposed by the Civil Aviation Authority of the Philippines (CAAP), which mandates a 4 km radius clearance from airport runways to ensure aviation safety. Right-of-way considerations also influenced the station's placement.

From the Ninoy Aquino Avenue station, passengers can access NAIA via secondary transport modes such as jeepneys or taxis. While the station is 1.5 km from Terminal 1, the distance and lack of pathways may make walking with luggage challenging.

To address the absence of a direct rail link to the airport, the Metro Manila Subway is under construction. The subway includes a station at NAIA Terminal 3. Transportation Undersecretary for Railways Jeremy Regino described this as the "best solution" to the current connectivity issues. The subway is expected to commence partial operations by 2032. Once operational, it is expected to reduce travel time between Quezon City and NAIA to approximately 35 minutes.

Future

Terminal reassignments

The following terminal reassignments are planned under NNIC's management: Terminal 1 would exclusively serve Philippine Airlines flights, Terminal 2 would maintain its current status as an all-domestic terminal, and Terminal 3 would be fully dedicated to international flights of Cebu Pacific, the AirAsia Group, and all foreign airlines. This would require the remaining airlines operating at Terminal 1 to transfer to Terminal 3, and Philippines AirAsia to temporarily move its domestic flights to accommodate Cebu Pacific's domestic flights until Terminal 2's expansion is completed.

Renaming proposals

Repeated efforts to rename the airport have not succeeded. In May 2018, then-lawyer Larry Gadon led an online petition at change.org aiming to restore the original name of the airport, Manila International Airport (MIA). Gadon said the renaming of MIA to NAIA in 1987 was "well in advance of the 10-year prescription period for naming public sites after dead personalities".

In June 2020, House Deputy Speaker Paolo Duterte, citing the need of the airport to represent the Filipino people, filed a bill seeking to rename the airport to Paliparang Pandaigdig ng Pilipinas (). The bill was coauthored by Marinduque Representative Lord Allan Velasco and ACT-CIS Representative Eric Go Yap.

In August 2020, Gadon filed a petition before the Supreme Court questioning the validity of Republic Act No. 6639, the law that named it NAIA. Gadon asserted that Aquino was not among the "pantheon" of the country's declared official heroes. A month later, the Supreme Court unanimously denied the petition to nullify the law for lack of merit.

In April 2022, Duterte Youth Representative Ducielle Cardema filed a bill returning the airport to its original name, claiming the name should not have been "politicized in the first place". Cardema had the bill refiled in July 2022.

In June 2022, Negros Oriental 3rd district Representative Arnolfo Teves Jr. filed a bill renaming the airport to Ferdinand E. Marcos International Airport after former President Ferdinand Marcos Sr., who authorized the airport's rehabilitation and development through an executive order in 1972. Teves stressed that it is "more appropriate to rename it to the person who has contributed to the idea and execution of the said noble project". The bill drew criticism from former senator Franklin Drilon, who said that the renaming would entail historical revisionism.

In February 2024, Transportation Secretary Jaime Bautista said that renaming the airport was not included in the privatization proposals of the San Miguel Corporation–SAP and Company Consortium, which won the bid to operate and maintain the airport.

Accidents and incidents

• On July 25, 1971, a Pan American World Airways Boeing 707-321C named "Clipper Rising Sun" was on a cargo flight from San Francisco to Saigon. While on a VOR/DME approach onto Manila runway 24, the aircraft struck Mount Kamunay at an altitude of 2525 ft. The four occupants were killed.
• On November 15, 1974, an Orient Air System and Integrated Services Douglas C-47A registered RP-C570 was damaged beyond repair after a forced landing in a paddy field shortly after take-off following failure of the starboard engine. One of the eight people on board was killed.
• On February 7, 1980, a China Airlines Boeing 707 from Taipei Chiang Kai-Shek International Airport operating as Flight 811 undershot the runway on landing and caught fire, causing two fatalities.
• On September 15, 1981, a Korean Airlines Boeing 747 originating from Seoul, South Korea, and bound for Zürich, Switzerland, overshot the runway during takeoff and hit the airport perimeter fence, with its nose blocking traffic on the service road of South Luzon Expressway. The plane had a one-hour layover in Manila when the accident happened. Forty of the 332 passengers and 20 crew were injured.
• On December 13, 1983, a Philair Douglas C-47B registered RP-C287 crashed shortly after takeoff following an engine failure. The aircraft was on a non-scheduled passenger flight. All ten people on board survived.
• On April 28, 1989, a MATS Douglas C-47A registered RP-C81 crashed shortly after takeoff on a non-scheduled domestic passenger flight to Roxas Airport following an engine failure. MATS did not have a licence to fly passengers. Seven of the 22 passengers were killed. The aircraft had earlier made a forced landing on a taxiway.
• On May 6, 1989, a Manila Aero Transport System (MATS) Douglas C-47A registered RP-C82 crashed on takeoff following an engine failure. The aircraft was on a domestic non-scheduled passenger flight, although it was not licensed to carry passengers. All 18 people on board survived.
• On July 21, 1989, a Philippine Airlines BAC One-Eleven operating Flight 124 overran a runway in poor visibility and heavy rain. No passengers or crew were killed but eight people on the ground were killed when the jet crossed a road.
• On May 11, 1990, a Philippine Airlines Boeing 737-300 operating Flight 143 suffered an explosion in the center fuel tank near the terminal while preparing for takeoff. The fire and smoke engulfed the aircraft before it could be evacuated. The explosion was similar to what happened to TWA Flight 800 six years later. Eight people died.
• On May 18, 1990, an Aerolift Philippines Beechcraft 1900C-1 operating a domestic scheduled passenger flight bound for Surigao Airport crashed into a residential area following takeoff. The aircraft reportedly suffered an engine failure. All 21 occupants and 4 people on the ground were killed.
• On September 4, 2002, an Asian Spirit de Havilland Canada Dash 7-102 operating Flight 897 to Caticlan carrying 49 occupants was on approach to Caticlan Airport when the right main gear failed to deploy. The approach was abandoned and the crew decided to return to Manila for an emergency landing. The plane circled for about 35 minutes over Las Piñas to burn off fuel. The crew then carried out an emergency landing with the right gear retracted. After touchdown, the aircraft swerved off the runway onto a grassy area. There were no reported injuries or fatalities, but the aircraft was written off.
• On November 11, 2002, a Laoag International Airlines Fokker F27 operating Flight 585 took off from Manila runway 31 just after 6p.m. for a flight to Laoag International Airport. Shortly after takeoff, trouble developed in the left engine. The pilot declared an emergency and attempted to land, but decided at the last minute to ditch into the sea. The aircraft broke up and sank in the water to a depth of about 60 ft. 19 of the 34 occupants were killed.
• On November 8, 2003, former Air Transportation Office chief Panfilo Villaruel and Philippine Navy lieutenant Richard Gatchillar seized the control tower of Terminal 2 around midnight armed with guns and explosives, claiming that they wanted to expose government corruption. They forced out all six air traffic controllers and barricaded themselves inside the control room, causing the diversion of several flights. After three hours, police SWAT teams stormed the control room and opened fire, killing both men.
• On August 23, 2009, a South East Asian Airlines Dornier 328 registered RP-C6328 operating Flight 624 was hit by strong crosswinds when decelerating after landing on runway 13. The aircraft veered off the runway and came to a stop in the grass. None of the 32 passengers and 3 crew was injured. The airport had to be temporarily closed to tow the aircraft away.
• On October 17, 2009, a Victoria Air Douglas DC-3, registered RP-C550, crashed shortly after takeoff on a flight to Puerto Princesa International Airport after an engine malfunctioned. All on board died.
• On December 10, 2011, a Beechcraft 65–80 Queen Air cargo plane en route to San Jose crashed into houses next to Felixberto Serrano Elementary School in Parañaque after taking off. The crash was attributed to pilot error. At least 14 people including 3 crew members on board the aircraft died, and over 20 were injured. Approximately 50 houses in the residential area were set ablaze.
• On December 20, 2013, gunmen ambushed Ukol Talumpa, the mayor of Labangan, Zamboanga del Sur, in front of the arrival hall of Terminal 3, killing him, his wife and two others and injuring five people.
• On August 16, 2018, Xiamen Airlines Flight 8667 crash-landed amidst heavy monsoon rains. The 737-800 skidded off the end of the runway. All 157 passengers and crew were unharmed, however, the aircraft was written off. According to Flightradar24 data, the flight aborted its first landing attempt.
• On March 29, 2020, a Lionair IAI Westwind registered RP-C5880 burst into flames on runway 24 during takeoff. The plane was conducting a medical evacuation mission bound for Haneda Airport, Japan. All eight occupants consisting of three aircraft crew, three medical crew, and two passengers died.
• On April 22, 2024, a grass fire caused by improperly disposed cigarette butts broke out during dry weather at an open-air parking space owned by the airport located about 300 m from Terminal 3, destroying 19 vehicles.
• On May 4, 2025, a car crash occurred after an SUV driven by a 47-year-old man crashed into the walkway near the departure area entrance of Terminal 1, killing a 29-year-old man and a five-year-old girl, and injuring four others. An investigation was also launched into the bollards at the curb which had failed to stop the vehicle.

Notes

References

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