This airport landing is really difficult. There are just 50 qualified pilots for it.
A Buddha is present in the cockpit. As the pilot quickly makes a daring last-minute spin to land the A319 on the narrow runway, the orange-robed symbol watches on.
Twelve people applaud, some of whom have been gritting their teeth at the seat armrests for the past few minutes.
At Bhutan’s Paro International Airport (PBH), which is regarded as having some of the world’s most technically challenging airline landings, that is just another typical workday.
The ability to maneuver onto a small airstrip between two 18,000-foot peaks calls for steely nerves in addition to technical expertise.
The airport’s difficult circumstances have only heightened the mystery around visiting Bhutan, an 800-thousand-person Himalayan nation.
However, that is one of the attractions of traveling to the Land of the Thunder Dragon for aviation enthusiasts.
First things first: Captain Chimi Dorji, who has spent 25 years working for Druk Air, the official airline of Bhutan.
Also known as Royal Bhutan Airlines, describes Paro as “tough, but not dangerous.”
“The expertise of the pilot is challenged, but it is not dangerous because I would not be flying if it were.”
What distinguishes Paro
A multitude of geographical elements contribute to the breathtaking scenery of Paro and much of Bhutan. They also render flying into and out of Paro an extremely skilled endeavor.
Since Paro is classified as a category C airport, pilots operating there need to undergo additional training. Without using radar, they have to do the landing themselves by hand. Pilots must have a thorough understanding of the terrain surrounding the airport, as stated by Dorji. If they make even the slightest mistake, they risk landing on top of a house.
“It is imperative that you possess local knowledge and expertise in Paro. We refer to it as route training from any location into Paro, area competency training, or area training,” he tells CNN Travel.
The majority of Bhutan, which is sandwiched between China and India, is made up of mountains.
Thimpu, the capital, is located 2,350 meters (7,710 ft) above sea level.
“The air is thinner at higher heights, so the airplane effectively has to fly through the air faster,” says Dorji, who also serves as a flight instructor for Druk Air’s pilots and cabin personnel.
“Your airspeed relative to the ground is substantially faster, but your true airspeed will remain the same.”
Most likely, travelers arriving in Paro by plane from New Delhi, Bangkok, Kathmandu, or, starting in October 2024, Hanoi, had to get up early to catch their trip.
This is because of high winds, which makes it preferable for airport officials for all aircraft to land before midday for maximum safety.
“We attempt to steer clear of operations after noon as there are a lot of thermal breezes, temperatures are rising, and rain has not arrived yet,” adds Dorji.
The ground is therefore arid, and in the afternoon, the valley experiences anabatic/katabatic breezes and a lot of updrops. Mornings are much more peaceful.
But because takeoffs are less problematic, visitors can expect a more restful sleep on their final night in Bhutan because of the afternoon departure time.
But, because to a lack of radar, there are never any nocturnal aircraft at Paro, no matter the season.
It is necessary to make different arrangements during the monsoon season, which typically lasts from June to August.
According to Dorji, “the monsoon is over the Bay of Bengal.” “These winds, which originate in China, are coming in from the northwest and northeast. Additionally, there are times when it rains for days on end.
He claims that ultimately, understanding when not to fly and being able to make the decision when it is not a safe time to take off are important aspects of a pilot’s training in addition to learning how to fly.
The fourth component contributing to Paro’s difficulty level is what Dorji refers to as “obstacles”—that is, the steep terrain encircling the airport.
The runway at Paro is only 7,431 feet long, and two towering mountains border it on either side. Because of this, pilots are only able to view the runway from the air when they are about to land.
Bhutan’s aviation sector
Bhutan is experiencing changes, one of which is in the aviation sector.
The location of a brand-new mindfulness city has been selected as Gelephu, which is in southern Bhutan close to the Indian border.
Even though Gelephu already has a tiny airport, its new status allows for a major expansion.
The terrain is the main distinction between Gelephu and Paro; Gelephu is considerably flatter.
And has more space for longer runways that can handle jumbo planes and are easier for non-specialist pilots to operate.
There may be direct flights to Bhutan from North America, Europe, and the Middle East in the coming years.
Here, the industry is still somewhat new.
In contrast, KLM was created in 1919, Qantas in 1920, and Delta Air Lines in 1928.
Even though Bhutan only has a small number of licensed pilots.
the country has expressed a desire to hire and educate more young pilots domestically rather than solely through international recruitment.
Pilots-in-training must demonstrate that they can fly in all of Bhutan’s four distinct seasons.
Druk Air has assumed a large portion of the liability for pilot training on itself as the flag carrier of the country.
Dorji, 43, states, “I see myself as the link between the older and younger generations.” He estimates that Bhutan has 50 licensed pilots, but in the next years, that figure may easily quadruple.
In any case, he remarks, “I am excited about it.”
