POS Port of Spain

How deep the POS board really is

The table above says where a courier can fly from POS. This reads the same 24 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.

• 16of the 24 destinations are flown by one airline
• 13destinations run less than once a day
• 1destination has four or more departures a day
• 75%of the destinations name Caribbean Airlines, the largest presence here

Who holds the departures at POS

Twelve airlines appear on the POS board and they do not hold it evenly. Caribbean Airlines is on 18 of the 24 destinations, 75 per cent of them, and on 10 of those it is the only airline flying the sector. The destinations it appears on carry 42.4 of the 48.3 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 TAC on 3 destinations. 9 of the 12 airlines at POS 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.

An airport held this tightly is quick to book and slow to recover: with 18 of the 24 destinations on one airline, the second aircraft on a POS sector is usually another Caribbean Airlines aircraft, and when there is not one the desk is looking at another airport rather than another airline. That is why the alternate airports listed above matter more at POS than the destination count does.

How much of the POS board is daily

Of the 24 destinations, 11 are flown at least once a day and 13 are not, 2 of them running once a week or less. The median destination on the POS board is flown 6 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: POS to Zandery (PBM) 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 31.6 of the 48.3 departures a day, 65.4 per cent of the whole board. More than half of everything that leaves POS 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
Ogle OGL	Guyana	Caribbean Airlines	1	551	plan this
Zandery PBM	Suriname	Caribbean Airlines	1	886	plan this
Havana HAV	Cuba	Caribbean Airlines	2	2,627	plan this
Willemstad CUR	Curaçao	Caribbean Airlines	2	850	plan this
Isla Margarita PMV	Venezuela	Rutaca Airlines	3	289	plan this
Kingston KIN	Jamaica	Caribbean Airlines	3	1,853	plan this
Amsterdam AMS	the Netherlands	KLM	4	7,462	plan this
London LGW	the United Kingdom	British Airways	4	7,100	plan this
Fort Lauderdale FLL	the United States	Caribbean Airlines	5	2,621	plan this
Orlando MCO	the United States	Caribbean Airlines	5	2,874	plan this

The ten destinations out of POS 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.

The way back from POS

The desk holds the return direction for 17 of the 24 destinations, and a courier plans the way back on those figures rather than on the outbound. On none of those 17 does the return run more than a quarter thinner than the outbound, so a turnaround through POS is a question of hours rather than of whether an aircraft exists.

It runs the other way as well: Zandery (PBM) files 0.29 a day back into POS against 0.14 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at POS

POS keeps America/Port_of_Spain time, eight hours behind Dubai all year.

When it is 09:00 on a Dubai working morning it is 01:00 at POS, 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 POS is briefed the day before rather than on the morning it flies.

The night at POS

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 Amsterdam (AMS) the door shuts at 23:00 local, so the last departure from POS that lands inside it leaves around 07:31, on a modelled block of 9h 29m. Into London (LGW) the door shuts at 23:30 local, so the last departure from POS that lands inside it leaves around 09:27, on a modelled block of 9h 03m. Those two departure times out of POS 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 POS turns up on the rest of this site

The airport also sits behind the Trinidad and Tobago 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 POS already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 24 destinations above.