Aerodromes in the Canary Islands: new distribution of competencies between AESA and the Canary Government

Key data

If you operate or plan to open a private or sports aerodrome in the Canary Islands, the map of stakeholders has just changed. The agreement signed between the State Agency for Air Safety (AESA) and the Government of the Canary Islands, published on September 5, 2026, formalizes the distribution of competencies that until now generated administrative uncertainty. The regulatory reference is the Resolution of July 14, 2026 from the Directorate of AESA.

The agreement does not create new obligations all at once, but it does clarify who signs what, which reports are binding, and where a project can be blocked. For any operator with facilities on the islands or with plans to open, understanding this distribution is essential before initiating any procedure.

What does this regulation establish?

The agreement resolves a competency ambiguity that existed between the State and the Autonomous Community of the Canary Islands regarding restricted-use aerodromes. Following consultation with the State Attorney's Office, the agreement establishes the following distribution:

The agreement also creates working groups and coordination mechanisms between AESA and the Government of the Canary Islands to avoid administrative duplication and ensure air safety efficiently.

Regarding technical verification of the Royal Decree 1070/2015 (which regulates aerodrome technical requirements), the agreement contemplates three possible scenarios:

• The Canary autonomous body itself verifies compliance directly.
• The autonomous body requests a binding report from AESA on technical compliance.
• AESA acts through subsidiary resolution when appropriate.

Economic and operational impact

The direct impact does not translate into new fees or sanctions published in this agreement. The effect is mainly operational and procedural: the stakeholder and the flow of procedures change for those who operate or want to open a restricted-use aerodrome in the Canary Islands.

The main practical effects are:

• Single autonomous window: authorization is processed with the Government of the Canary Islands, not directly with AESA.
• Binding report from AESA: if the autonomous body requests it, AESA's report on compliance with RD 1070/2015 is binding, which can condition or block authorization.
• Airspace compatibility report: every project requires a prior report from DGAC, adding a state procedure that does not disappear.
• Mandatory environmental assessment: depending on autonomous or state regulation, each project must undergo environmental assessment.
• Coordination without duplication: the working groups provided for in the agreement seek to reduce administrative times by preventing AESA and the Autonomous Community from repeating the same verifications.

For operators who already have aerodromes in operation, the agreement does not impose immediate adaptations. For those with projects in processing or planning phase, the change of stakeholder is immediate from September 5, 2026.

Who does it affect?

• Operators of private aerodromes in the Canary Islands: companies or individuals managing restricted-use facilities (not open to general air traffic).
• Operators of sports aerodromes in the Canary Islands: flying clubs, light aviation schools, ultralight operators and similar.
• Promoters of new aerodromes on the islands: any project requiring authorization must be directed to the Canary autonomous body.
• Canary autonomous administration: assumes management of authorizations and must articulate internal procedures to apply the agreement.
• AESA: maintains competency in operational safety and issues binding reports when requested.

Practical example

A sports flying club in Tenerife wants to expand its restricted-use aerodrome to add a new runway. Before this agreement, the processing could generate confusion about whether it should go to AESA or the Government of the Canary Islands as the first stakeholder.

With the agreement in force from September 5, 2026, the process is as follows:

1. The club presents its project to the Canary autonomous body, which has exclusive competency to authorize the aerodrome (art. 161.1 of the Statute of Autonomy of the Canary Islands).
2. The autonomous body verifies compliance with RD 1070/2015 directly or requests a binding report from AESA on technical requirements.
3. In parallel, the project must obtain the airspace compatibility report from DGAC.
4. The environmental assessment is processed in accordance with applicable autonomous or state regulation.
5. Operational safety of the aerodrome remains under supervision of AESA at all times.

The result: a single autonomous entry point for authorization, with AESA acting as technical and safety guarantor, without both bodies duplicating the same checks.

What should companies do now?

1. Identify if your aerodrome is in the Canary Islands and is restricted-use: if so, this agreement affects you directly from September 5, 2026.
2. Redirect any authorization procedure to the Canary autonomous body: it is no longer processed directly with AESA for opening or expansion authorization.
3. Verify the status of projects in processing: if you have an open file, confirm with the autonomous body how the agreement affects its processing.
4. Anticipate the airspace compatibility report from DGAC: it is mandatory for every new project and must be requested in parallel.
5. Include environmental assessment in project planning: it is mandatory under autonomous or state regulation and can extend timelines.
6. Consult with AESA if there are doubts about operational safety: its competency in this area has not changed and remains the reference for technical safety matters.

Official source

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Notice: This article is for informational purposes only and does not constitute legal advice. For specific decisions, consult a qualified professional. Source: https://www.boe.es/diario_boe/txt.php?id=BOE-A-2026-18686