NAS Nassau

How deep the NAS board really is

The table above says where a courier can fly from NAS. This reads the same 53 destinations back for the questions a dispatcher asks second: how much of the board rests on one airline, how much of it runs less than daily, whether the return leg is as thick as the outbound, what the clock here does to a Gulf working day and which of the destinations shut at night, all of it computed on 2026-09-07 from AeroDataBox scheduled route statistics.

• 34of the 53 destinations are flown by one airline
• 33destinations run less than once a day
• 5destinations have four or more departures a day
• 30.2%of the destinations name Bahamasair, the largest presence here

Who holds the departures at NAS

48 airlines appear on the NAS board and they do not hold it evenly. Bahamasair is on 16 of the 53 destinations, 30.2 per cent of them, and on 7 of those it is the only airline flying the sector. The destinations it appears on carry 58.4 of the 88 departures a day this airport files, though other airlines fly some of the same sectors, so read that as reach rather than as a share of the aircraft.

The next largest presence is Jetways Airlines Limited on 8 destinations. 28 of the 48 airlines at NAS appear on a single destination each, which is the long tail every airport carries, and none of it is a rebooking option when the sector you need is the one that fell over.

That is a middling concentration at NAS: one airline on 30.2 per cent of the destinations and the other 69.8 per cent spread across 47 airlines. A cancellation inside the Bahamasair network is often survivable inside the same booking, but on the 37 destinations Bahamasair does not touch, a rebooking means moving to a carrier the desk has to check for a through fare first.

How much of the NAS board is daily

Of the 53 destinations, 20 are flown at least once a day and 33 are not, 13 of them running once a week or less. The median destination on the NAS board is flown 4 times a week.

An average of 0.14 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: NAS to Wilmington (ILM) is about one a week, so a missed departure there is not a delay of hours, it is the next slot.

The five busiest destinations carry 45.4 of the 88 departures a day, 51.6 per cent of the whole board. More than half of everything that leaves NAS is aimed at those five places, so the depth on the board above is thinner than the destination count suggests, and a hand carry that is not going to one of them is planned around a single departure time.

Destination	Country	The only airline on it	Flights a week	km	Routing
Antwerp ANR	Belgium	International Jet Management	1	7,319	plan this
Boca Raton BCT	the United States	Flexjet	1	304	plan this
Brussels BRU	Belgium	International Jet Management	1	7,327	plan this
Cincinnati LUK	the United States	CFHNS	1	1,694	plan this
Colonel Hill CRI	the Bahamas	Bahamasair	1	420	plan this
Dallas DAL	the United States	AirSprint	1	2,072	plan this
Duluth DLH	the United States	AirShare LLC	1	2,753	plan this
Hamilton BDA	Bermuda	SAZ	1	1,488	plan this
Houston HOU	the United States	ATI Jet	1	1,830	plan this
Rochester RST	the United States	Hop-A-Jet Worldwide Jet Charter	1	2,501	plan this

The ten destinations out of NAS where one airline holds the sector and files fewer than seven departures a week, with the weekly figure taken as the average daily rate multiplied by seven rather than as a fixed timetable. 17 further destinations sit in the same position and are listed in the board above.

The way back from NAS

The desk holds the return direction for 20 of the 53 destinations, and a courier plans the way back on those figures rather than on the outbound. On one of them the return into NAS runs thinner than the outbound by more than a quarter. The widest gap is Houston (IAH) at 0.43 out a day against 0.14 back.

It runs the other way as well: Tampa (TPA) files 1 a day back into NAS against 0.71 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at NAS

NAS keeps America/Nassau time, eight hours behind Dubai in summer and nine hours behind in winter, because the clock here moves and the Gulf clock does not.

When it is 09:00 on a Dubai working morning it is 01:00 at NAS, so a nine to six day at each end overlaps for an hour. That is a narrow window for a signature, a customs query or an authority to release, and it is the reason a consignment for NAS is briefed the day before rather than on the morning it flies.

The night at NAS

2 of the destinations from here carry a documented night restriction of their own, which is a departure time question at this end rather than an arrival problem at the other.

Into London (LHR) the door shuts at 23:30 local, so the last departure from NAS that lands inside it leaves around 09:36, on a modelled block of 8h 54m. Into Brussels (BRU) the door shuts at 23:00 local, so the last departure from NAS that lands inside it leaves around 07:40, on a modelled block of 9h 20m. Those two departure times out of NAS are worked backwards from the published window with the block time model this site uses everywhere, 720 to 880 km an hour by sector length with thirty minutes on the ground, so they are arithmetic rather than a timetable and the desk checks the published departure before it promises the landing.

Where NAS turns up on the rest of this site

The airport also sits behind the The Bahamas country desk, which sets out the customs practice, the working week and the road legs behind this airport.

To price a movement rather than read the board, the route calculator opens with NAS already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 53 destinations above.