Works to reopen the Sudanese airspace

*The need for early technical and institutional preparation to ensure sovereignty and air safety.

By Ibrahim Adlan- in light of the critical conditions the country is going through, the urgent need for immediate and studied planning to reopen the Sudanese airspace increases as a vital part of restoring the sovereignty of the state, reviving the economy, and facilitating the movement of human and commercial transport. The opening of the airspace is not just a technical procedure, but rather a complex process that requires technical readiness, sound infrastructure, and qualified human cadres, in addition to accurate regional and international coordination procedures.

This article reviews the most prominent requirements, challenges, and opportunities to open the Sudanese airspace, while emphasizing the importance of proactive move – not waiting until the end of the war – to ensure readiness once the minimum stability is available

First: The need to accelerate the rehabilitation of air navigation devices

Without an effective infrastructure of air navigation systems, such as VOR, DME, ILS, secondary and alternative radars (ADS-B), safe and disciplined airlines cannot be achieved. Therefore, it is necessary to accelerate the evaluation of faults and damage to these systems, and to start repair or replace them immediately. Delay in this step will result in:

• Continuous loss of control over the airspace.
• Sudan’s inability to absorb commercial or humanitarian transit trips.
• The restoration of the sovereign revenue resulting from air navigation services is delayed.

Second: The importance of qualifying the technical and human cadre

Even with the completion of the infrastructure, the absence of qualified cadres means the inability to operate them. Many air observers, radar engineers, and technicians have been displaced or forced interruption. Therefore, you must start immediately:

• Organizing emergency and intensive training programs inside and outside Sudan.
• Re -licensing and adopting previous competencies after assessing their levels.
• Take advantage of international technical support in Rapid Rehabilitation Programs (icao, IATA, COSCAP/AFI).

Third: The importance of installing initial radars to enhance control and sovereignty

Primary Surveillance Radars is an essential element in the imposition of air control. Unlike the secondary radars that depend on the plane’s response, the first radar allows the detection of flying bodies without relying on their cooperation, which makes it necessary for:

• Monitor unannounced or hostile aircraft.
• Securing the airspace in emergency cases and disorders.
• Enhancing national air defense capabilities and integrating with military authorities.

Initial radar installation in strategic locations such as Khartoum, White, Port Sudan, Dongola, and Nyala, should be a priority for the next stage.

Fourth: The necessity of signing prior agreements with manufacturers

It is a strategic mistake to wait after the war to start negotiating with the manufacturers of navigation and radars equipment. Most of these companies work according to manufacturing chains and long timelines, and any delay in the agreement means:

• Sudan’s priority loss in supply.
• Entering the country in competition with other countries on the same resources.
• The atmosphere is disrupted for several months after the stability of the security situation.

Therefore, it is wise to sign memoranda of understanding (mous) or letters of intentions (Lois) with specialized companies from now, to secure pre -production, determine the required specifications, and prepare the technical structures needed for installation.

Fifth: Evaluating the experience of partial conquest in the east of the country

The partial conquest that took place in the eastern airspace (around the Port Sudan airport) represents a useful field experience, but it needs an in -depth institutional evaluation that includes:

• Check the efficiency of the services provided to air navigation and communications.
• Review the integration of this part with the monitoring centers in neighboring countries.
• Pros -analysis (such as the resumption of some flights and transit) versus negatives (such as the inability to monitor transnational aircraft with full accuracy).

Based on this evaluation, the design of the Sudanese airspace itself must be reviewed, as the current structure that divides the atmosphere into north and south is no longer appropriate. It is more beneficial to adopt a two -height structure as follows:

• Upper AirsPace (FL245 and Over): for transit air navigation and long distances.
• Lower AirsPace (FL245 and under): for internal trips and low -height trips.

This design is more flexible, modern trends in air field management, and Air Traffic Flow Management in emergency situations.

Sixth: The gradual opening of the air field is within the framework of an integrated national plan

It is unrealistic that the airspace is fully and directly to open, so the process must be done gradually and disciplined, starting with the humanitarian, then commercial passages, with expansion according to the current safety assessments. It is important here:

• Notams accurate.
• Update navigational data in flight posts.
• Coordination with neighboring countries and regional monitoring centers.

Conclusion: An opportunity to restore sovereignty and restore international confidence

The reopening of the airspace is not only an operational necessity, but also a symbol of the return of the Sudanese state to the international scene. In order for this step to take place effectively, technical preparation, institutional planning, and logistical negotiation should be launched without waiting.

The readiness is not built after the end of the war, but rather is built during the anticipation periods, because whoever does not prepare in a difficult time, will not be prepared in time.