Long Thanh International Airport is Vietnam's largest new aviation infrastructure project and is intended to become a major international gateway for the southern economic region. As of September 2026, Phase 1 is not yet in normal commercial operation: trial operations are planned through September–November 2026, with commercial opening targeted for 1 December 2026. Phase 1 is designed for 25 million passengers and 1.2 million tonnes of cargo per year, while the full three-phase airport is planned for up to 100 million passengers and 5 million tonnes of cargo annually.
To be used for commercial operation when officially commissioned · Southern Vietnam / Ho Chi Minh City region
Overview
Understand the airport as a journey, a gateway and a regional transport system.
Long Thanh International Airport is being developed on more than 5,000 hectares in Dong Nai as a code 4F airport and long-term regional hub intended to complement and progressively absorb major international traffic from Tan Son Nhat. The project's strategic importance comes from scale, airfield capacity, cargo potential and its position inside the fast-growing southern transport network. Phase 1 includes the passenger terminal, airfield, cargo infrastructure, internal roads, technical systems and supporting aviation facilities. In March 2025, the Phase 1 project was adjusted to include two 4,000-metre runways while preserving the 25-million-passenger and 1.2-million-tonne cargo design capacity. By mid-2026, key airfield works had largely advanced toward completion and ACV was preparing for a concentrated testing, certification and operational-readiness period before commercial opening. The passenger terminal uses a lotus-inspired architectural concept, has more than 376,000 square metres of floor area, a central processor with three wings and aircraft contact positions designed for Code C, E and F aircraft. The airport's full build-out remains a multi-stage national programme targeting 100 million passengers and 5 million tonnes of cargo per year, so current Phase 1 capability must always be distinguished from ultimate master-plan capacity.
Key things to understand
As of September 2026, Long Thanh is not yet in normal commercial service; trial operations are scheduled before the planned 1 December 2026 opening.
Phase 1 is designed for 25 million passengers and 1.2 million tonnes of cargo per year.
The Phase 1 project was adjusted in 2025 to include two 4,000-metre runways.
The airport is designed to code 4F standards and ultimately to handle very large international aircraft.
The passenger terminal covers more than 376,000 square metres and uses a lotus-inspired architectural concept.
Long Thanh is intended to complement Tan Son Nhat and progressively take on a major share of international gateway traffic.
The airport's strategic value depends heavily on surface connectivity, not only on runway and terminal capacity.
Road connections include the T1 and T2 airport access roads and links toward the Ho Chi Minh City–Long Thanh–Dau Giay and Bien Hoa–Vung Tau expressway systems.
The full airport master plan targets up to 100 million passengers and 5 million tonnes of cargo per year across three phases.
Testing, certification, staff readiness and coordinated transfer planning are as important as physical construction during the pre-opening period.
Why it matters
Read the airport as a system, not just a terminal
Strategic role
Long Thanh changes the scale of Southern Vietnam's aviation system by adding a purpose-built 4F gateway with room for long-term passenger, cargo and hub growth.
What makes it distinctive
Unlike Tan Son Nhat's constrained urban site, Long Thanh is being developed as a large airport ecosystem with extensive airfield, cargo, logistics and future expansion capacity.
What users often miss
The airport is still in its pre-commercial readiness phase in September 2026. Phase 1 capacity, ultimate master-plan capacity and actual opening-day operations are three different things.
In one sentence
Long Thanh is Southern Vietnam's new large international airport, entering trial operations in 2026 before a planned commercial opening on 1 December.
Airport identity
What role does this airport actually play?
Role
New primary international gateway for Southern Vietnam and a future regional aviation hub.
Passenger Role
Designed to handle large-scale international and domestic passenger flows that exceed the long-term capacity of the existing metropolitan airport system.
Cargo Role
Major future cargo gateway with Phase 1 capacity of 1.2 million tonnes per year and ultimate planning capacity of 5 million tonnes.
Economic Role
Strategic infrastructure for the southern key economic region, supporting trade, tourism, logistics, investment and aviation services.
Strategic Role
Complements Tan Son Nhat and forms the long-term backbone of the Ho Chi Minh City–Dong Nai metropolitan aviation system.
Core Insight
Long Thanh is not simply a replacement terminal for Tan Son Nhat; it is a new airport ecosystem designed for much larger long-term passenger, cargo and hub functions.
Airport essentials
Navigate the terminals without guesswork
Terminals
Phase 1 terminal
Passenger Terminal 1
Main Phase 1 passenger terminal
●
Use this terminal for
International and domestic passenger operations after commercial commissioning
Connection
Central processor with three terminal wings and contact stands for Code C, E and F aircraft.
Capacity
25 million passengers/year
Expanded area
More than 376,000 m²
The terminal is in the final readiness and testing phase as of September 2026; normal commercial use is planned from 1 December 2026.
Passenger journey
From check-in to the city — follow the flow
Arrival and departure flow
Pre Opening Status
Passenger-processing systems are in testing and operational-readiness preparation rather than normal public commercial service.
Future Departure
Check airline and terminal operating instructions.
Complete check-in or supported self-service processing.
Use baggage-drop and aviation-security systems.
Complete immigration for international departures where applicable.
Proceed through the central processor and terminal wing to the assigned gate.
Future Arrival
Disembark
Immigration for international arrivals where applicable
Baggage reclaim
Customs
Public arrivals area
Ground transport connection
Digital Direction
ACV has described Long Thanh as a smart and green airport using biometrics and digital passenger-processing technologies.
Editorial Rule
Describe passenger flow as intended or trial-stage until normal commercial operations begin.
Transfer strategy
Long Thanh connectionPhase 1 passenger terminal
Transfer procedures should be confirmed after commercial operating rules and airline allocations are finalized.
Long Thanh ↔ Tan Son NhatTwo-airport metropolitan system
An itinerary involving both airports requires a major surface transfer; do not treat it as an airside terminal connection.
Early operating periodTransition phase
Airline allocation, transfer rules and passenger procedures may evolve during the initial commercial rollout.
Getting connected
Reach the city, the region and the wider air network
Surface access
Primary Access
Road access is built around dedicated airport T1 and T2 connecting roads and the wider expressway network.
Expressway Context
Key regional links include the Ho Chi Minh City–Long Thanh–Dau Giay expressway and Bien Hoa–Vung Tau expressway corridor.
Local Road Context
Dong Nai is also developing and upgrading arterial roads including 25B, 25C and DT 769 connections.
Future Rail
Long-term connectivity plans include rail and metro extensions toward the airport.
Planning Rule
Airport opening does not mean every regional road or rail project will be fully completed at the same time.
Air connectivity
Metropolitan Role
Serves the wider Ho Chi Minh City–Dong Nai economic region rather than only Long Thanh town.
International Role
Intended to become Southern Vietnam's principal large-scale international gateway.
Domestic Role
Domestic services are also expected as part of the operating model.
Tan Son Nhat Relationship
Long Thanh and Tan Son Nhat will operate as a coordinated two-airport system during the transition period.
Network Rule
Specific airlines, routes and frequencies should only be published after confirmed operating allocations.
At the airport
Services, accessibility and practical preparation
Passenger services
Digital Processing
Planned technologies include biometric passenger processing, self-service check-in and self bag drop.
Baggage
Modern baggage handling and hold-baggage screening systems form part of the terminal programme.
Boarding
Passenger boarding bridges and aircraft docking systems are integrated into the terminal and apron design.
Commercial Services
Retail, food, lounge and other passenger services are part of the commercial terminal ecosystem.
Planning Note
Availability of individual services should be updated after commissioning and actual concession opening.
Accessibility
Terminal Design
The large new terminal incorporates lifts, escalators, pedestrian circulation and modern passenger-processing infrastructure.
Assistance
Passengers needing wheelchair, boarding or special assistance should coordinate with the operating airline.
Digital Caution
Biometric and self-service systems do not replace assisted processing for passengers who need support.
Editorial Rule
Do not claim every accessibility feature is available until the airport completes operational commissioning.
Family travel
Advantages
Modern purpose-built passenger terminal
Large-scale baggage and passenger-processing systems
Future integrated commercial and waiting areas
Planning
Confirm whether your flight is assigned to Long Thanh or Tan Son Nhat.
Allow substantial ground-transfer time if an itinerary involves both airports.
Check the airline's family, infant, stroller and baggage procedures.
During the initial operating period, review airport instructions shortly before travel.
Before you travel
Before 1 December 2026, do not assume normal commercial passenger operations are available.
Confirm whether your airline is operating from Long Thanh or Tan Son Nhat.
Check live operating instructions during the airport's launch period.
Allow a generous surface-access buffer because regional road projects are still evolving.
Do not treat Long Thanh–Tan Son Nhat movement as a simple terminal transfer.
For international travel, verify immigration, check-in and terminal procedures after commercial launch.
Operating conditions
Plan for peaks, weather and disruption
Peak periods
Launch Period
The first months of operation may involve changing airline allocations, passenger processes and surface-access patterns.
Holidays
National holiday and Tet travel periods can place strong demand on the southern aviation system.
International Banks
Future international departure and arrival waves may create concentrated terminal-processing demand.
Planning Advice
Check airline assignment and airport notices.
Allow more road-access time than the map distance alone suggests.
Avoid relying on old Tan Son Nhat travel habits when using Long Thanh.
Weather and disruption
Thunderstorms
Southern Vietnam's convective weather can affect flight sequencing and ramp operations.
Heavy Rain
Seasonal heavy rain can affect both aviation and surface access.
Regional Network
Weather at other airports may disrupt Long Thanh operations even when local conditions are acceptable.
Launch Period Risk
Early commercial operations may be more sensitive to combined operational, traffic and weather disruptions.
Passenger Rule
Use live airline and official airport status information.
Security and processing
State Agencies
Customs, immigration, aviation authority, police and quarantine facilities are being prepared for synchronized operation.
Security
Passenger and baggage security systems are part of the Phase 1 terminal and airfield programme.
Digital Processing
Biometric and automated systems are intended to support a seamless passenger journey.
Certification
Testing, calibration, certification and operating licenses are critical steps before commercial opening.
Editorial Rule
Do not describe trial or certification-stage systems as fully operational public services.
Airport intelligence
Capacity, growth and the airport's next chapter
Recent capacity development
Phase1
25 million passengers/year and 1.2 million tonnes of cargo/year.
Phase1 Runways
Two 4,000 m × 75 m runways after the 2025 project adjustment.
Terminal
One passenger terminal of more than 376,000 m² in Phase 1.
Full Build
Up to 100 million passengers/year and 5 million tonnes of cargo/year across three phases.
Development Logic
Capacity is added in stages so the airport can progressively assume larger passenger, cargo and hub functions.
Status Rule
Ultimate master-plan capacity must never be presented as current Phase 1 operating capacity.
Current operations
Status
As of September 2026, the airport is in trial-operation and operational-readiness preparation rather than normal commercial service.
Trial Window
ACV plans trial operations during September–November 2026.
Target Commercial Opening
1 December 2026.
Construction Status
Key passenger terminal, airfield, cargo, internal-road and technical systems are being completed and tested for opening.
Transition
Airlines, airport services and state agencies are preparing staff, procedures and equipment for the launch.
Long-term airport planning
Airport Class
ICAO code 4F.
Site Area
More than 5,000 hectares.
Phase1 Capacity
25 million passengers and 1.2 million tonnes of cargo annually.
Ultimate Capacity
100 million passengers and 5 million tonnes of cargo annually.
Regional Hub Goal
Planned as an important national international gateway with a long-term regional hub role.
Tan Son Nhat Strategy
Long Thanh is intended to relieve structural capacity pressure at Tan Son Nhat and become the larger long-term international gateway.
Interpretation
Planning intent and ultimate capacity should be separated from opening-day operations.
Cargo and investment
See the airport as part of its regional economic network
Cargo gateway
Phase1 Capacity
1.2 million tonnes/year.
Full Build Capacity
5 million tonnes/year.
Role
Major cargo gateway for the southern economic region and international trade.
Infrastructure
Phase 1 includes cargo-terminal and supporting logistics infrastructure.
Strong Use Cases
High-value industrial goods
Express and e-commerce cargo
Time-sensitive manufacturing inputs
Electronics and technology products
Perishables
International belly cargo
Regional Context
Cargo strategy should be assessed together with road, industrial, logistics and seaport networks across Dong Nai, Ho Chi Minh City and Ba Ria–Vung Tau.
Regional investment impact
Aviation Economy
Creates a new concentration of aviation, logistics, maintenance, retail, hospitality and transport activity around Long Thanh.
Industrial Access
Improves international passenger and cargo access for Dong Nai and the wider southern manufacturing region.
Land And Urban Development
Airport-led transport projects are reshaping development patterns around Long Thanh and neighboring corridors.
Regional Balance
Shifts part of metropolitan aviation growth eastward from the constrained Tan Son Nhat urban site.
Investment Caution
Investment analysis should distinguish airport opening from completion of every surrounding infrastructure project.
Economic reach
Industrial catchment
01
Dong Nai manufacturing belt
Large-scale manufacturing, industrial parks and export production
Faster international passenger access and future high-value air-cargo capacity.02
Ho Chi Minh City metropolitan economy
Finance, services, technology, tourism and corporate headquarters
Provides long-term international gateway capacity beyond the constrained urban airport system.03
Ba Ria–Vung Tau logistics and port corridor
Deep-sea ports, energy, industry and logistics
Creates stronger air-sea-road connectivity for high-value and time-sensitive movements.04
Long Thanh airport urban corridor
Logistics, commercial, hospitality and airport-support development
Directly benefits from passenger, workforce and aviation-service demand generated by the new airport.
Investor checklist
Separate airport Phase 1 opening from completion of every road, rail and urban-development project.
Model Long Thanh and Tan Son Nhat as a coordinated two-airport system during the transition period.
Assess actual travel time to key customers, factories, ports and business districts.
Verify cargo-terminal capability and airline cargo network after commercial launch.
Track road and rail projects that materially affect airport catchment and property value.
Use 25 million passengers and 1.2 million tonnes as Phase 1 design capacity, not immediate opening-year throughput.
Business and investment
Use the airport as a regional decision-making lens
Business travel
Strengths
Purpose-built large international terminal
Long-term capacity for international growth
Strong location relative to Dong Nai and southeastern industrial zones
Future direct access to major expressway corridors
Transition Risk
Business travelers must carefully confirm airport assignment because Tan Son Nhat and Long Thanh will coexist.
Decision Rule
Choose flights based on airport assignment, total door-to-door travel time and onward destination rather than assuming all Ho Chi Minh City-region flights use the same airport.
Air vs road vs rail vs sea
Air
Best for long-distance passenger travel and high-value, time-sensitive cargo.
Road
Essential for airport access and distribution across the metropolitan and industrial region.
Rail
Future rail and metro links could materially improve high-volume passenger access but should not be treated as fully available at opening unless commissioned.
Sea
Deep-sea ports remain dominant for high-volume maritime freight.
Decision Rule
Long Thanh's full economic value depends on integration with road, rail and seaport networks rather than aviation alone.
Know before you assume
Common airport misconceptions
Long Thanh is not yet in normal commercial operation as of September 2026.
The 25-million-passenger figure is Phase 1 design capacity, not expected immediate opening-year throughput.
The 100-million-passenger figure is ultimate multi-phase capacity, not Phase 1 capacity.
Long Thanh does not instantly replace Tan Son Nhat; the two airports will operate together during a staged transition.
Airport opening does not mean all surrounding expressway, road and rail projects are complete.
A trial operation or system test is not the same as public commercial service.
Airport evolution
How the gateway has changed
Long Thanh master planning is formally announced
The airport is planned on more than 5,000 hectares as a code 4F international hub with ultimate capacity of 100 million passengers and 5 million tonnes of cargo annually.
National Assembly approves the investment policy
The project is established as a major national infrastructure programme developed in multiple phases.
Phase 1 feasibility framework is approved
Phase 1 is defined around a passenger terminal and supporting infrastructure with capacity of 25 million passengers and 1.2 million tonnes of cargo annually.
Phase 1 construction begins
Major airport infrastructure works enter construction.
Passenger terminal and airfield packages accelerate
Major terminal, runway, taxiway and apron construction packages move into full-scale implementation.
Phase 1 project is adjusted
The project is revised to include two 4,000-metre runways while retaining 25-million-passenger and 1.2-million-tonne annual Phase 1 capacity.
Project enters final completion push
Key airfield and technical works advance toward completion while testing, calibration and certification preparations intensify.
