You scroll through photos of powder-white sand in San Vicente. You picture surfing in Siargao at sunrise. You imagine sailing across Coron after landing in Busuanga or watching the quiet charm of Camiguin unfold from above. These destinations sit high on the country’s tourism pitch. They sit high on travelers’ wish lists too.
Then you check airfare.
And pause.
Flights to these places often cost far more than trips of similar distance. The beaches feel closer in marketing campaigns than in ticket prices. One explanation surfaced recently from Cebu Pacific CEO Michael Szucs. He pointed to a structural problem. Short runways limit aircraft size. Limited aircraft options push operating costs up. That cost flows straight to passengers.
It sounds simple. Stretch the runway. Allow jet aircraft. Increase seats. Lower cost per passenger.
But on the ground, the story is rarely simple.
A closer look at regional airports through satellite images via Google Maps reveals how geography quietly shapes travel economics.
Batanes Airport / BSO (Basco Airport)
Runway Length: about 1,244 meters or 4,081 feet of Asphalt
Basco Airport sits on Batan Island, surrounded by steep rolling hills and open coastline. The runway cuts across elevated terrain with slopes and rising landforms close to approach paths. The airfield stands roughly 89 meters above sea level, placing it in an exposed location vulnerable to strong winds and typhoons that frequently pass through the northernmost province.
Operating conditions here are already challenging. The airfield has a reputation among pilots for requiring additional skill and certification due to its short runway and nearby hills that complicate landing approaches.
Extending the runway in Batanes presents serious geographic, cultural and engineering obstacles. One direction faces sloping terrain of Mt. Iraya that would require extensive land cutting and stabilization. The opposite direction moves closer to coastal cliffs and open sea exposure, which would demand reinforced embankments or possible reclamation.
Masbate Airport / MBT
Runway Length: about 1,500 meters or 4,921 feet of Concrete/Asphalt
Masbate Airport sits on relatively flat coastal land, but space remains tight. The runway sits near shoreline zones and built areas, with limited buffer before communities and coastal terrain begin to encroach. It is service by Cebgo with current direct flights to Clark International Airport.
Extending the runway here would likely push infrastructure toward coastal ecosystems and populated zones. That means relocation challenges, environmental reviews, and possible shoreline reinforcement.
Camiguin Airport / CGM
Runway Length: about 1,177 meters or 3,862 feet of Asphalt
Camiguin is shaped by volcanic mountains rising sharply from the sea. The airport lies on a narrow coastal strip squeezed between slopes and shoreline.
Runway extension here is constrained by geography. One direction pushes toward near mountainous terrain of Mt. Hibok Hibok. The other pushes toward the sea. Expanding inland requires cutting into slopes and dealing with landslide risks. Expanding seaward requires reclamation or elevated structures, both technically demanding and expensive. Camiguin Airport is directly connected Mactan Cebu International Airport via Cebgo.
Naga Airport / WNP
Runway Length: about 1,402 meters or 4,600 feet of Asphalt
Naga Airport sits in an agricultural plain but faces physical barriers at both ends of its runway. Rivers, road networks, and surrounding development restrict expansion corridors.
Extension would likely require river diversion, road relocation, or land acquisition. Each step means regulatory approvals and social impact concerns. Even small changes in water flow could affect flooding patterns in nearby communities. Currently, there is a direct flight to Clark International Airpot via Cebgo.
Busuanga Airport / USU (Coron Gateway)
Runway Length: about 1,225 meters or 4,019 feet of concrete.
Busuanga Airport sits inland surrounded by rolling hills and protected landscapes. The terrain is not flat enough for simple expansion. Portions of the surrounding area fall under environmental protection due to the island’s biodiversity.
Based on the latest satellite image from Google Maps, there is an ongoing construction of a longer runway. Hope this gets done in time.
El Nido Airport / ENI (Lio Airport)
Runway Length: about 1,000 meters or 3,280 feet of Concrete.
Lio Airport operates on a narrow coastal zone framed by hills and resort developments. The runway is positioned to the coastline, limiting outward growth. This is managed and operated by a private stakeholder.
Extending it would either push toward beachfront tourism areas or hillside terrain. Resort developments add land acquisition challenges. Hillside expansion introduces earthworks and slope stability concerns. Both options involve significant investment and careful planning to avoid damaging the destination’s natural appeal.
Siargao Airport / IAO (Sayak Airport)
Runway Length: about 1,347 meters or 4,410 feet of concrete
Siargao Airport sits in relatively flatter terrain compared to other island airports, but expansion corridors still intersect with coconut plantations, coastal wetlands, and low-lying flood-prone areas.
Runway extension would involve major land conversion and flood control measures. The island’s exposure to typhoons adds another layer of engineering requirements, including stronger drainage and structural reinforcement. After March 2026, most of the carriers will fly from Clark to Siargao.
San Vicente Airport / SWL (Palawan)
Runway Length: about 1,803 meters or 5,915 feet of Concrete.
San Vicente Airport lies beside coastal plains and mangrove ecosystems. The area is environmentally sensitive and plays a role in shoreline protection and fisheries.
Runway extension could impact mangrove coverage and coastal hydrology. That means environmental permitting may be lengthy and contentious. Any expansion would need balancing tourism growth with ecosystem protection that supports local livelihoods. Currently, San Vicente flies to Cebu with Cebgo.
Surigao Airport / SUG
Runway Length: about 1,708 meters or 5,604 feet of Asphalt
Surigao Airport is surrounded by urban expansion and coastal terrain. Land acquisition becomes a primary hurdle. Urban proximity raises concerns about noise zones and relocation of residential areas.
There are also long-term discussions about relocating the airport entirely due to expansion limitations. Building a new airport sometimes becomes cheaper and safer than stretching an existing one boxed in by development.
The 2,100-Meter Target
The Department of Transportation has announced plans to extend regional airport runways to at least 2,100 meters. That length allows narrow-body jet aircraft like the Airbus A320 or A321 to operate efficiently. These jets carry more passengers per flight and reduce cost per seat.
The economic logic is straightforward. Larger aircraft create scale. Scale lowers fares. Lower fares increase passenger volume. Increased volume fuels tourism growth and regional economies.
But each airport presents a different engineering and political puzzle. Terrain, community displacement, environmental protection, and funding priorities shape timelines. Some airports may expand. Others may require full relocation. Some may remain constrained for years.
Then I Realized That Infrastructure Defines Accessibility
Tourism campaigns highlight turquoise waters, secret lagoons, and remote surf breaks. Airlines promote seat sales. Local governments push visitor numbers. Yet the foundation of tourism remains concrete and asphalt.
A runway decides how many people arrive. It decides how often flights operate. It decides how affordable travel becomes.
Every meter of runway reflects choices about land, environment, and public investment. And those choices ripple through ticket prices, local jobs, and regional growth.
The national government talks about expanding infrastructure. Airlines point to runway limitations as cost drivers. Local governments push tourism as economic strategy. Communities wait for improved access and livelihood opportunities.
The plans exist. The need is obvious and dire! The economic benefit is widely acknowledged.