A crucial 50-mile airspace route through Azerbaijan has become vital for European travellers as Middle East airspace restrictions impact millions of passengers
Jetting away on holiday is getting a bit trickier (Image: Getty Images/iStockphoto)
The flight corridor that dictates whether vast numbers of passengers can reach their destination is getting narrower.
32,432. That’s the number of Middle East flights that have been scrapped since Israel and the US began bombing Iran at the end of February. The tally of affected passengers now runs well into the millions.
Whilst the daily cancellation figure has now dropped considerably to 11% per day, according to analytics firm Cirium, the knock-on effects of the disruption are still being experienced and will continue for some time.
One way the conflict has and will continue to affect travel is by constricting flight corridors. Now, many European holidaymakers are dependent on a roughly 50-mile route spanning three countries.
The flight corridor over Azerbaijan is one that numerous commercial aircraft have been using to travel from Europe to Asia since early March, when the country closed portions of its airspace following drone strikes the Azerbaijani authorities claim had been launched from Iranian territory, reports the Express.
READ MORE: Chessington confirms it’s opening huge new £50million Minecraft World in 2027
Prior to the Iran war, the Azerbaijan path was 100 miles wide at its narrowest points, owing to the Russian invasion of Ukraine to the north. It is now 50 miles wide, with airspace to the south closed off by the Azerbaijan authorities.
Almost three weeks into the Iran war, this route through Azerbaijan, Georgia and Turkey is one of just two available for a majority of long-haul flights between Europe and Asia. The alternative route passes through Saudi Arabia and Egypt. The shortage of accessible airspace is fuelling rivalry amongst airlines competing for routes. It is also rendering air travel more costly and environmentally harmful.
Prior to 2022, flights linking much of Europe and Asia travelled over Russia, via the “Siberian Corridor.” That was regarded as one of the most direct ways to connect the two continents.
Following Russia’s invasion of Ukraine, Western airlines were denied access to the airspace. Now a flight from northern Europe, which would have passed directly over Russia, must take a lengthier route either over the North Pole or around the Black Sea. This can tack on roughly three hours to a nine-hour journey, consuming thousands of pounds more jet fuel and emitting dozens of tonnes more CO2e into the atmosphere.
The alternative route from Europe to Asia that is presently available takes passengers south, via Egypt, Saudi Arabia and the United Arab Emirates. Whilst it is returning to capacity following weeks of disruptions and cancellations, the escalating conflict in Iran means its viability in the long or medium term remains uncertain.
Dubai International Airport is typically one of the globe’s busiest travel hubs, averaging approximately 1,200 departures and landings daily. It, like numerous airports in the region, is still functioning considerably below its standard capacity. This is partly due to the aerial battles taking place overhead. On Friday, the UAE government reported that it had intercepted 338 ballistic missiles, 15 cruise missiles, and 1,740 drones since February 28, Forbes reports. Despite these efforts, at least eight people have been killed in the UAE, and over 150 have been injured.
Ian Petchenik, the communications director for the flight-tracking site FlightRadar24, fears that the narrowing of flight corridors and the uncertain status of major travel hubs is driving up the cost of plane tickets. He told the New York Times: “At some point, we get to the point where airlines have to make the decision: Is this route still economically viable? Is this a route that we can continue to operate long term within these parameters?”
Mr. Petchenik characterises the flight corridor above Azerbaijan as “a very narrow strip of land.”
To increase the number of planes that can fly on a restricted flight corridor, air traffic controllers instruct aircraft to fly at varying altitudes – effectively spreading them out.
However, according to Graham Wild, a senior lecturer of aviation science and technology at the University of New South Wales in Australia, this can trigger other problems. Planes flying at lower altitudes are more vulnerable to weather and turbulence and also consume more fuel, as the air is denser. Extended flight times and the potential for diversions also present staffing challenges for pilots and flight crews.