Four Countries Sign a South American Open-Skies Pact

South America · Aviation

Six South American nations have signed a pact that could let foreign airlines fly domestic routes inside your country — here’s what that actually means.

If you live in Latin America, or you’re thinking about moving there, the way you fly is about to change. On July 14, 2026, Argentina, Brazil, Chile and Paraguay signed the ALAS agreement — the Acuerdo de Liberalización Aérea Sudamericana. Bolivia and Uruguay joined later. This is the most serious attempt yet at a true South American open skies, and it includes something that sounds radical: the ninth freedom, which would allow an airline from one member country to operate domestic flights inside another. No more changing planes in São Paulo or Buenos Aires just to get from one Brazilian city to another on a Chilean carrier. The pact is real, the timeline is set, and the details matter for anyone who flies, invests, or runs a business in the region.

A LATAM Airbus A350. (Photo: Internet Reproduction)

What the ALAS Pact Actually Does

The agreement is built on a simple but powerful idea: treat the airspace of six South American countries as one market. The signatories have agreed to grant each other all internationally recognized air freedoms, reciprocally and multilaterally. That includes the ninth freedom, which is the most extensive right in commercial aviation. It means an airline licensed in Brazil could, in theory, operate a flight between two cities in Argentina without stopping in Brazil first, and without needing a separate Argentine operating certificate.

This goes far beyond typical bilateral air services agreements, which usually limit foreign carriers to point-to-point international routes. The ALAS working group now now has to work through the mechanics, on a gradual roadmap with no binding deadline. Their job is to propose mutual recognition of licenses and regulatory harmonization — the “Cielo Único Sudamericano” project. In plain terms, that means aligning safety oversight, pilot licensing, and maintenance standards so that one country’s certification is valid in all six. Without that, the ninth freedom would be legally possible but practically impossible to use.

Cabotage and the Freedoms — What Travelers Should Know

Cabotage is the word you’ll hear most. It simply means a foreign airline carrying passengers between two points inside your country. Today, that’s banned almost everywhere in South America. Under ALAS, it would become legal, at least in principle. For travelers, the immediate effect is more route options. Instead of being limited to the domestic carriers of each country, you could fly a Chilean airline from Rio to São Paulo, or an Argentine carrier from Asunción to Montevideo.

The broader set of freedoms matters too. The fifth freedom allows an airline to pick up passengers in a foreign country and fly them to another foreign country. The seventh freedom lets you fly between two foreign countries without touching your home base. All of these are included. For a nomad hopping between Buenos Aires, Santiago and Lima, the practical result is a more connected network, with more frequencies and potentially better timing options. The research does not confirm any specific fare reductions, so treat any promise of cheaper tickets as speculation until the working group delivers its proposals.

Why This Matters for the Region’s Economy

South America has always been a difficult place to fly. Geography, regulatory fragmentation and high costs have kept air travel expensive and limited compared with North America or Europe. The ALAS agreement is an attempt to change that structural reality. By allowing airlines to operate across borders as if they were domestic, the pact could unlock new routes that were previously uneconomical. A regional carrier could consolidate its fleet, fly where demand is strongest, and avoid the inefficiency of setting up separate subsidiaries in each country.

For investors, the significance is in the regulatory direction. The working group’s mandate to harmonize licensing and safety standards is the kind of deep integration that reduces operational costs for airlines over time. It also signals political will to treat aviation as a single market, which is a prerequisite for any future consolidation or cross-border investment in carriers. The research does not confirm any changes to foreign ownership rules, so don’t expect a wave of mergers just yet. But the traffic-rights liberalization is the foundation on which ownership reform would eventually rest.

The Road Ahead — What Happens in the Next 12 Months

The ALAS working group has a clear deadline: within the period ahead, a working group led by Paraguay’s DINAC is to advance safety, air-traffic and fee coordination — a gradual roadmap, not a binding calendar. That is a tight timeline for a project involving six countries with different legal systems, safety regulators and labor rules. The practical hurdles are significant. Pilot licensing standards vary, maintenance certifications are not automatically transferable, and each country’s civil aviation authority has its own inspection regime. The working group will need to decide which standards prevail and how disputes get resolved.

There is also the question of enforcement. A memorandum of understanding is not a binding treaty. It sets a political commitment, but the actual implementation will require national legislation or regulatory changes in each country. That’s where the project could stall. Yet the fact that six governments signed on, and that the ninth freedom is explicitly included, suggests a level of seriousness that previous regional initiatives lacked. For now, the smart move is to watch the working group’s proposals when they emerge, and to plan any travel or investment decisions with the understanding that the map of South American aviation is being redrawn.

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Sources: Infobae; ABC Color; Aviación News; La Razón (Bolivia); CLAC.