Matt Thurber, editor-in-chief at AIN Media Group, has been flying since 1975 and writing about aviation since 1978 and now has the best job in the world, running editorial operations for Aviation International News, Business Jet Traveler, and FutureFlight.aero. In addition to working as an A&amp;P mechanic on everything from Piper Cubs to turboprops, Matt taught flying at his father’s flight school in Plymouth, Mass., in the early 1980s, flew for an aircraft owner/pilot, and for two summer seasons hunted swordfish near the George’s Banks off the East Coast from a Piper Super Cub. An ATP certificated fixed-wing pilot and CFII and commercial helicopter pilot, Matt is type-rated in the Citation 500 and Gulfstream V/550. Based in the Pacific Northwest, Matt and his team cover the entire aviation scene including business aircraft, helicopters, avionics, safety, manufacturing, charter, fractionals, technology, air transport, advanced air mobility, defense, and other subjects of interest to AIN, BJT, and FutureFlight readers.

Editor-in-Chief

Matt Thurber

The FAA issued a series of notams on January 16 covering a large area of Central America and its flight information regions (FIRs), warning of a “potentially hazardous situation in the overwater regions.”&nbsp;These notams are valid through March 17.
“U.S. operators are advised to exercise caution when operating in the overwater areas above the Pacific Ocean in the Panama flight information region due to military activities and GNSS interference. Potential risks exist for aircraft at all altitudes, including during overflight and the arrival and departure phases of flight,” the FAA said.
The notams apply to U.S. airlines, commercial operators, anyone exercising privileges of an FAA airman certificate unless operating a U.S.-registered aircraft for a foreign air carrier, and all operators of U.S.-registered civil aircraft (except for those operated by a foreign air carrier).
According to OpsGroup’s <a href="https://safeairspace.net/central-america/">Safe Airspace</a> website, the FIRs covered by the notams include Central America (MHTG), Panama (MPZL), Bogota (SKED), Guayaquil (SEFG), Mazatlan (MMFO), unassigned eastern Pacific (XX01), and Mexico (MMFR).
In a summary of the situation in Central America, security intelligence firm Dyami explained that the notams were issued because of “heightened U.S. security posture in the region, driven by expanding counter-cartel operations, strategic interests around the Panama Canal, and increased military coordination with regional partners.”
The primary driver for the notams is the U.S. military’s growing ISR, maritime patrols, and interdiction support, which “raise the likelihood of civil aviation exposure to dynamic airspace conditions and electromagnetic interference,” according to Dyami. Secondary drivers include “Cartels as national-security targets—political signaling enables broader tools; Panama Canal security—strategic protection efforts elevate military presence; Colombia and Ecuador spillover—intensified counter-transnational criminal organization posture impacts regional FIRs.”
Dyami highlighted operational risks that include possible GNSS degradation (GPS jamming and spoofing), increased likelihood of reroutes and altitude restrictions, greater need for real-time civil-military deconfliction, travel issues such as potential short-notice disruptions, and heightened security visibility.
Operators should be on the lookout for more “notams and updates, expanded GNSS interference warnings, U.S. policy statements on counter-cartel actions, Panama Canal security announcements, military assets build-up in the region, and Colombian/Ecuadorian military posture changes,” according to Dyami.
However, at this point, the company isn't suggesting that business aviation operators avoid flying in Central America, said Dyami founder and CEO Eric Schouten. “You could still fly,“ he said. “It is advisable to keep a close watch on and monitor developments in that region, because things might happen. That is the reason the FAA is issuing the notams. [Our job] is to help them and guide them and inform flight operations and crew. It's never about saying no, it’s about enabling business at the times that it’s possible.”

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