Tbilisi International Airport
IATA: TBS · ICAO: UGTB · Tbilisi, Georgia · Last updated: April 2026
Current Status
Tbilisi International Airport is operational and serves as the primary gateway to Georgia and the broader South Caucasus region. The airport handles approximately 4 million passengers annually and is the hub for Georgian Airways. A single runway (13R/31L) handles all operations, with ILS available for precision approaches.
The airport's operating environment is shaped by two persistent challenges: GPS interference from multiple regional sources and complex mountainous terrain surrounding the approach paths. The Caucasus Mountains to the north and elevated terrain on several approach corridors create demanding conditions that are exacerbated when GPS-based navigation becomes unreliable.
Since the AZAL Flight 8243 incident in December 2024, in which an Azerbaijan Airlines aircraft diverted from Grozny was involved in a fatal incident near Aktau, Kazakhstan, the safety of GPS-denied operations in the Caucasus has received heightened international attention. While the incident did not occur at Tbilisi, it underscored the risks of GPS interference combined with inadequate diversion planning in the region.
Key Risks
Tbilisi experiences GPS jamming and spoofing from sources associated with the Russia-Georgia conflict zones (South Ossetia, Abkhazia), as well as spillover from Russian military operations in the North Caucasus. Interference is intermittent but can be prolonged during periods of heightened military activity.
The airport sits at 1,624 feet (495 m) elevation in the Kura River valley. Terrain rises sharply to the north toward the Greater Caucasus range. Approaches require precise navigation, and GPS degradation in this terrain environment significantly increases pilot workload and accident risk.
The December 2024 AZAL Flight 8243 incident — in which an Embraer 190 departing Baku for Grozny was diverted and subsequently involved in a fatal event near Aktau — highlighted systemic risks in Caucasus airspace, including GPS denial, limited diversion options, and the consequences of conflict-zone interference on civil aviation.
When Tbilisi is unavailable, regional alternatives are limited. Kutaisi (domestic) and Batumi (seasonal, short runway) within Georgia have constraints. Baku and Yerevan are options but involve crossing international boundaries and potentially affected airspace.
Recent Events
GPS interference reported on northern approaches to TBS. Georgian CAA issued NOTAM advising crews to expect potential GPS unreliability. Conventional approaches used without operational disruption.
Georgia announced plans to enhance ILS infrastructure at Tbilisi and Kutaisi airports to improve resilience against GPS disruption, with European aviation funding support.
AZAL Flight 8243 incident near Aktau, Kazakhstan. The aircraft had been operating in GPS-denied conditions in the Caucasus region. International investigation launched, prompting renewed scrutiny of GPS interference impacts on civil aviation throughout the region.
Several European carriers rerouted Caucasus overflights to avoid GPS interference zones. Tbilisi approach procedures updated to emphasize conventional navigation backup requirements.
Airlines Operating
Georgian Airways (hub), Wizz Air, Turkish Airlines, FlyDubai, Qatar Airways, Air Arabia, LOT Polish Airlines, and several regional carriers. Tbilisi has seen strong traffic growth as Georgia becomes a popular transit and tourism destination.
The airport increasingly serves as a Turkey-Central Asia corridor connection, with carriers routing through Tbilisi to avoid restricted airspace to the north (Russia) and south (Iran/Iraq).
Approach & Navigation
TBS has ILS (CAT I) on runway 13R, with VOR/DME approaches on both directions. The airport is situated in a valley with terrain rising on the northern side. Missed approach procedures are terrain-critical and require precise adherence to published altitudes and tracks.
Given persistent GPS interference, operators are strongly advised to ensure IRS alignment is verified, conventional nav aids are tuned, and crews are prepared for non-GPS approaches. EASA has recommended that operators flying in the Caucasus region review GPS-denial contingency procedures.
Related
This page provides publicly available information about airport conditions. Always consult official sources (ICAO, EASA, FAA) and current NOTAMs for operational decisions.