Private jet flights from Australia to South America are still arguably the most challenging missions that crews will undertake. This is because the flight range is extremely wide, and there are few options available if the crew has to divert. Crews flying the Global 6000 aircraft know that the safest routing from Australia to Peru involves flying over the South Pacific, Chile, and Argentina.
Led by our trip support team, we examine a routing itinerary originating in Australia, passing through the Cook Islands, Easter Island, Argentina, Chile, and finally finalizing in Peru. This routing itinerary takes into account current operating realities, rather than ideal operational assumptions.
Departure from Brisbane Airport (YBBN)
Regarding Australian private jet flights, Brisbane remains among the friendliest long-range departure airports for crews. Unlike Sydney and Adelaide, YBBN also operates with an unrestricted curfew and enables genuine 24-hour intercontinental flight movements, allowing crews to position an aircraft late at night to take advantage of wind or to maximize duty time.
As a major international airport, Brisbane offers a 24/7 CIQ facility, and fuel support levels are secure across all categories of business aviation. On long Pacific sector flights, this allows flight operations to depart with confidence that uplift quantities will not be limited at the last minute.
Icarus Jet works with local parters that have direct airside access at YBBN. This reduces towing delays and simplifies international departures. This becomes especially important when managing duty days and oceanic clearance.
In the case of Brisbane, the technical route to the eastern Pacific is normally around 6 hours and 15 minutes to the Cook Islands, depending on wind conditions.
Tech stop at Rarotonga International Airport (NCRG)
Rarotonga is one of the very few stepping stones between Australia and South America that can handle a Global 6000. It is not a high-volume business aviation airport, but it can be relied upon if planned properly.
Landing permits are required and can be applied for about 2 weeks in advance through the Cook Islands CAA. Services are available at all times through prior arrangement with CIQ, and most nationals are granted visa-free entry on arrival. ATC keeps rotational hours as published in NOTAMs, and air traffic controllers can be on call in case of diversions.
Fuel is available for unscheduled aircraft and only with advanced coordination. Aircraft will not assume unlimited lift upon arrival. There will also be restricted parking, with only two international stands. Overnight parking will, in turn, require a towbar.
The FBO, Air Rarotonga, provides handling services, with expertise in technical stops rather than long-term stays. NCRG is most useful as a controlled fuel stop and not a recovery airport, so crew planning needs to be conservative.
The next stretch, from open ocean to Easter Island, takes around 6 hours and 26 minutes.
Easter Island at Mataveri International Airport (SCIP)
SCIP is among the most unique airports operational along this route. Even though the airport is under Chilean control, its remote location means flights to this destination require a different perspective than flights to mainland South American airports.
The airport’s operating hours are usually limited to the day it is open, Monday to Friday. The landing permit is required at all times and is also used for parking; only one parking stand is available for overnight parking.
The provision of fuel must be ordered at least 24 hours in advance. Ad hoc uplift requests have little hope of being fulfilled. Spray disinsection on arrival will also be mandatory, and the sprayer, with an empty can, must be produced during inspection.
Instrument approaches might not be usable because of NOTAM activity. Visual approaches are the norm. Alternatives have to be carefully considered. This is particularly true for long-range aircraft. The diversion options in this area are very limited.
Handling is ensured by the presence of a local agent who provides basic services, sometimes requiring payment in cash only. SCIP represents a feasible and tested technical barrier, but not an improvisation spot.
Fuel and alternative constraints on SCIP vs. mainland route
Indeed, SCIP to mainland South America is one of the most important planning considerations on this route. For Global 6000 aircraft, SCIP to mainland Chile can exceed fuel capacity, with suitable alternative airports included.
Because the absence of sufficient alternates makes this a problematic route, fuel margins, winds, and assumptions made during dispatch must be carefully considered. This is not a region where optimistic planning supports safe operations. More conservative fueling and early communication with the dispatch and trip support groups are well-advised.
Buenos Aires via San Fernando Airport (SADF)
For flights into Buenos Aires, San Fernando is considered the preferred airport for business aviation aircraft. Compared with Aeroparque and Ezeiza, SADF has easier access with fewer time slot restrictions.
It is open H24 for arrivals and departures, with customs services available. It has fuel services on site. The airport has a 1,690 meter long runway. It is slightly shorter than a Global aircraft is accustomed to.
FBO FLYZAR offers handling services and hangar space capable of accommodating a G650/Global Express-sized aircraft. As a transition point for crews working out of a Pacific crossing, SADF provides a stable operational environment for a brief pause before moving north.
The route from Easter Island to Argentina usually takes just under 6 hours.
Transit via Santiago International Airport (SCEL)
Santiago will serve as a natural gateway on the mainland prior to continuing on to Peru. SCEL has the capabilities and consistency for long-range business aviation flights compared to alternative destinations.
Aerocardal is the primary business aviation FBO and offers full handling, ground and flight crew, and government clearance assistance. Fueling can be readily arranged with Icarus Jet, and the lack of adequate parking poses no significant issues.
After a tough Pacific Ocean crossing, Santiago offers crews a chance to engage in more typical sailing, with better weather and alternative routes before entering Peru.
Arrival in Peru and start of activities in Lima
The ultimate landing point for aircraft in Peru is usually Lima, where business aircraft ground-handling companies like JetHandling Peru and ATSA FBO are based at Jorge Chávez International Airport.
In Lima, there are fewer operational surprises, but crew planning should still factor in congestion during peak times and a buffer for CIQ. Timing with handlers regarding parking, fuel, and crew needs, especially for wide-bodied aircraft, is also a consideration.
At this stage, the most technically complex part of the undertaking has been completed, and consistency in dealing with regulation remains crucial. Paperwork for departures from Chile, including visas and aircraft documents, must be checked prior to flights to prevent delays on arrival.
Why Australia to Peru requires trip support
In this corridor, the importance of not planning long-range flights over the Pacific in an ad hoc manner becomes clear. Fuel capacity, availability of alternate airports, lead times allowed in permits issued, and airport operational limitations all increase risks.
On this route, effective trip support is more a matter of discipline than speed. Prepared crews are those with conservative plans, no assumptions left unproven, and technical stops considered vital connective tissue rather than mundane fuel stops. Our trip support team is here to support you next operational today.
FAQs
Rarotonga: Is this a viable fuel stop for a large private jet?
Yes, but with advanced coordination. Fuel quantities may be limited on non-scheduled flights, and uplift quantities must be confirmed before departure.
Can Easter Island be used as an alternative airport?
In reality, no. The parking restrictions, curfews, and heavy NOTAM traffic make it impossible to use SCIP as a reliable alternative, other than a technical stop.
Why is fuel planning between Easter Island and South America so important?
Because there are very limited suitable alternatives available. After considering alternatives, fuel reserves for long-range aircraft can be exceeded if conservative planning is not incorporated.
Is San Fernando a better choice for business aviation flights over other airports in Buenos Aires?
Yes. The private jet airport has H24 operations, fewer slot restrictions, and easier handling for flight crews compared to other major airports.How long in advance should the permit requests for this route be made?
Minimum of at least two weeks for visits to Pacific Islands, with prior planning advised for Easter Island because of parking and fuel limitations.
