- What is the difference between a slot and PPR?
- A slot is a time allocated by an airport coordinator at a coordinated airport. PPR is prior permission required from the airport operator itself, common at smaller or restricted fields. Some airports need both.
- Can LFS get a slot at short notice?
- We can request one at any time, and off-peak requests are often granted immediately. At a fully coordinated airport in peak hours the coordinator decides, and we will tell you the realistic alternatives rather than promise a time we do not control.
- What happens if we miss our slot?
- Most coordinators allow a tolerance either side of the allocated time. Beyond it the slot is lost and must be re-requested, which is why we monitor progress and file a change early.
- Is parking included in a slot?
- No. A slot covers the movement; parking is arranged separately with the airport or handler, and at busy airports it is the harder of the two to secure.
How LFS handles it
Airport screening
We check the coordination status of every airport on the trip — fully coordinated, schedules-facilitated or PPR only — plus curfews, general aviation restrictions and any seasonal event rules in force.
Slot request
Requests go to the coordinator in the required format with the aircraft type, callsign and turnaround intention. Where the requested time is unavailable, we come back with the nearest realistic pair rather than an empty answer.
Parking and PPR
At airports where stand availability is the real constraint, we secure parking or an off-airport alternative and tell you plainly when a long turnaround is not possible.
Tolerance monitoring
Slots carry a tolerance window. The duty controller watches your progress against it and requests a change before the slot is forfeited and re-issued to someone else.
- ·Aircraft type, registration and callsign
- ·Requested arrival and departure times in UTC
- ·Turnaround intention and expected parking duration
- ·Nominated ground handler
- ·Permit reference where the airport requires it
- ·Slot tolerances are typically measured in minutes, not hours; a late departure upstream is usually the cause of a lost slot downstream.
- ·During major events and peak season, parking rather than the runway is the binding constraint at most business-aviation airports.
- ·Some airports require PPR from the operator rather than the handler — we file in whichever name the airport insists on.
Frequently asked
What is the difference between a slot and PPR?
A slot is a time allocated by an airport coordinator at a coordinated airport. PPR is prior permission required from the airport operator itself, common at smaller or restricted fields. Some airports need both.
Can LFS get a slot at short notice?
We can request one at any time, and off-peak requests are often granted immediately. At a fully coordinated airport in peak hours the coordinator decides, and we will tell you the realistic alternatives rather than promise a time we do not control.
What happens if we miss our slot?
Most coordinators allow a tolerance either side of the allocated time. Beyond it the slot is lost and must be re-requested, which is why we monitor progress and file a change early.
Is parking included in a slot?
No. A slot covers the movement; parking is arranged separately with the airport or handler, and at busy airports it is the harder of the two to secure.
LFS applies for overflight clearance in every FIR on your route, tracks the approval numbers, and re-files the moment a slip in departure time pushes the aircraft outside the validity window.
OpenLanding clearance is rarely just a form. Authorities ask who is handling the aircraft, where it will park, who the passengers are and why they are coming. LFS files the permit and the supporting arrangements together, so nothing is left half-approved.
OpenState aircraft are cleared through foreign ministries and defence channels, not the civil permit desk. LFS prepares the note verbale package, works the embassy channel and keeps the clearance current as the programme moves.
Open