The Portuguese airport operator ANA – Aeroportos de Portugal has made a far-reaching decision regarding the handling of long-standing aircraft wrecks on its soil. At the center of the matter is a Boeing 727-100, formerly owned by Jean-Pierre Bemba, the Deputy Prime Minister of the Democratic Republic of Congo, which has been obstructing flight operations at Faro Airport for almost two decades. Based on a new legal framework, the owner has now been given 60 days to remove the aircraft from the airport.
Should this deadline pass, expropriation in favor of the Portuguese state is imminent. However, this case is just the tip of a larger logistical problem at Portuguese airports, where, even at locations like Porto, grounded aircraft are blocking valuable parking capacity. This tightening of the law marks the end of an era of inaction regarding abandoned aircraft, some of which were impounded as a result of international criminal investigations and have since been left to deteriorate.
The story of 9Q-CMC and the case of Jean-Pierre Bemba
The fate of the Boeing 727-100, registration 9Q-CMC, is inextricably linked to the political and legal turmoil in Central Africa. Built in 1965, the aircraft once served as the private transport for Jean-Pierre Bemba, who played a pivotal role in the Democratic Republic of Congo as Vice President and later as Deputy Prime Minister, overseeing transport and communications. On April 11, 2007, the aircraft's status changed abruptly: at the request of the International Criminal Court in The Hague, it was seized at Faro Airport in southern Portugal. Bemba faced serious charges of war crimes and crimes against humanity related to the unrest in the Central African Republic.
While the legal battles in The Hague dragged on for years, and Bemba eventually returned to Congolese politics after a conviction in 2016 and a subsequent acquittal in 2018, his aircraft remained grounded in Faro. A technical inspection of the wreckage now reveals a picture of decay. The engines have long been inoperable, and the airframe exhibits significant corrosion damage, exacerbated by the salty sea air of the Algarve. Having not undergone maintenance for 19 years, the aircraft is considered unairworthy by aviation experts. Therefore, removal can only be achieved by land after dismantling or by scrapping it on site.
New legal regulations strengthen airport operators
For a long time, the ANA's hands were tied, as complex ownership structures and international seizure orders prevented unilateral removal. This changed with the entry into force of Decree-Law 57/2025 on March 31, 2025. This new legal framework aims to drastically expand the powers of airport concession holders in dealing with orphaned or abandoned aircraft. The law stipulates that owners can be held fully liable for all parking fees, security costs, and the eventual removal of the aircraft.
The 60-day deadline now set for Bemba is the first direct application of this new policy in Faro. Should the aircraft not be removed within this period, it will be officially declared ownerless. In this case, ownership will automatically transfer to the Portuguese state, which can then order the disposal or destruction of the aircraft without further consultation with the original owners. For ANA, this represents a significant relief, as the aircraft not only occupies physical space but also restricts the operational flexibility of the apron during the busy summer months.
Abandoned aircraft at Porto airport
Faro is not an isolated case in the Portuguese air traffic network. Porto Airport faces similar problems. There, two Airbus A319-100 aircraft have been blocking important parking areas for years. These planes were originally operated by the airline White, but are now owned by the Angolan company Sonair, a subsidiary of the state-owned oil company Sonangol. Here, too, economic disputes and strategic realignments have led to the aircraft remaining on the tarmac with no further plans for use.
The situation in Porto is now being pursued by the authorities with the same rigor as in Faro. The new law also provides the means to hold owners accountable. Since parking fees for commercial aircraft at international airports can often reach four-figure sums per day, debts amounting to millions have accumulated over the years. However, enforcing these claims against foreign state-owned enterprises or former government officials is often difficult, which is why physically seizing the aircraft and subsequently selling them is considered the most effective way to at least partially cover the costs.
Technical challenges of aircraft disposal
Removing a Boeing 727 that has stood motionless outdoors for almost two decades is a highly complex technical undertaking. Because the landing gear and tires are often deeply embedded in the asphalt due to weight and weathering, or simply brittle, even towing the aircraft poses a risk. Furthermore, before scrapping, all operating fluids, such as hydraulic fluids and residual kerosene, must be pumped out under strict safety regulations.
Should Jean-Pierre Bemba comply with the request, he would have to commission a specialized team of engineers to dismantle the aircraft on site. Since the 727-100 aircraft type is now found almost exclusively in museums or as a cargo plane in remote regions, its scrap value is rather low compared to the transport and labor costs. This suggests that ANA's ultimatum will ultimately lead to the Portuguese state taking control and coordinating local disposal in order to finally rid Faro of this legacy of aircraft.
Impact on airport logistics
For modern commercial airports, every square meter of apron space is of strategic importance. Grounded aircraft not only pose a safety risk, as they could be damaged or lose debris in severe storms, but they also hinder infrastructure modernization. In Faro, an airport heavily reliant on seasonal tourism, every available parking position for modern medium-haul jets counts.
The implementation of the new decree therefore marks an important step towards the professionalization of infrastructure management. ANA has indicated that it will react more quickly to extended grounding times in the future to prevent aircraft from becoming permanent loans on the runways. The case of 9Q-CMC thus sets a precedent for the entire industry in Portugal and sends a clear signal to international aircraft owners that Portuguese airports will no longer serve as free long-term parking for aircraft with legal issues or that are technically outdated.