The ongoing slots-related misery at CYYZ/Toronto airport looks like it may be coming to an end. 

The airport has always required GA/BA flights to obtain slots for flights operating overnight (0030-0630 local time), but in mid-Feb 2019 they made this a requirement for flights H24.

This was a new system, and there were a few teething problems, the main one being that operators had to do everything themselves, as local handlers were not allowed to arrange slots on their behalf. Added to that, unless you were a Toronto-based operator, you could only request slots 3 days in advance!

But the system has now changed, with the airport authority saying that local handlers are now allowed to arrange slots on behalf of all operators. Of those local handlers, Skyservice has decided not to provide this service, but Skycharter & Signature say they can arrange slots for operators up to 30 days in advance. 

If you do want to arrange slots yourself instead of getting a local handler to do it for you, that’s still an option, but you will only be able to request these 3 days in advance. Various flight planning providers have said they can arrange these slots for operators too, but they all seem to be restricted to 3 days too. Toronto is a busy airport, and this restriction may mean that you won’t be able to get the arrival/departure times that you want.

If you want to try doing it yourself, the official guidance is here. If you want an FBO to do it for you, get in touch with Skycharter or Signature, and spare yourself some misery.

One last thing to note: Toronto still has a curfew between the hours of 0030-0630L. If you need to arrive between those hours, you need to contact the after-hours slot team (+1-416-776-3480), who will consider your request. But watch out! For ops approved during the curfew hours they usually charge you around 20 times the landing fee!

If you have further info to report, please do! Email us at blog@ops.group, or comment below.

Other interesting stuff at CYYZ/Toronto:

• All the approach charts now make reference to a new procedure, implemented in Feb 2019, called Continuous Descent Operations (Jepp chart 10-2). This is designed to help reduce airport noise levels, and involves aircraft flying a continuous descent in the lowest power and drag configuration possible. ATC may instruct pilots to do this during daytime and evening periods when traffic is relatively light. More info
• Updated advice has been issued about the runway selection criteria at Pearson. When the north-south runways are in use (RWY 15/33) the airport sees an arrival capacity reduction of around 40%. So crosswind component guidelines have been included in AIC 12/19 for dry, wet and contaminated runways.

There always seems to be some kind of random event going on in Beijing making life hard for GA/BA ops. This month it’s the Conference on Dialogue of Asian Civilizations, and already the parking situation for GA/BA is starting to look pretty bleak.

ZBAA/Beijing

There are two main periods with heavy restrictions: 

0800L on 13 May to 0800L on 17 May
0800L on 21 May to 0800L on 24 May

(Beijing local time is UTC+8, so you can read those times as 0000z).

During these periods, only one slot will be made available per hour for aircraft not connected with the event, and no overnight parking will be allowed. So that means short turnarounds might be possible, but you’ll be lucky to get a slot. 

Plus there’s the other standard ongoing rule at ZBAA to keep in mind:

Daily between 0900-2200L, GA/BA can only make one movement per aircraft.

So this means that if you arrive during this period you then have to wait til 2200L before you’re allowed to depart again! Confusing? You bet.

ZBTJ/Tianjin

Many operators like to use cheeky ZBTJ/Tianjin as an alternative to ZBAA/Beijing, but it’s now getting busy here too. Local handlers here are saying that ZBTJ is not allowing any overnight parking for GA/BA at all right now, and even some requests for short-term parking are being denied as well.

This is related to ongoing construction work planned through to the end of June, which means a bunch of stands are closed, and with an influx of aircraft shifting over from ZBAA, there’s less space all round.

ZBSJ/Zhengding

Where?? Fair question. We had to find it on a map. Zhending! Home to… well, not very much, by the looks of it. Unless temples, towers, and Olympic table tennis training centres are your thing.

But the good news is that the airport currently has no restrictions on GA/BA flights. Although they don’t have an FBO or VIP lounge here (#notsurprised), the airport has a nice long 11,000ft runway, and is open H24. You can get in touch with Mainland GroundExpress to arrange handling here.

This is a new one, and it’s a good one for pilots! Being introduced slowly is a new flexibility – flying without a fixed Mach speed. In simple terms, you get to decide how fast you fly.

Like all new things on the NAT, we have an acronym. This one is OWAFS. Operations Without an Assigned Fixed Speed. But you’ll also see it as referred to as “Variable Mach”, and “Resume Normal Speed”.

When does this start?

It already has! It’s starting out as a trial (everything on the NAT starts out as a trial), and some members are already reporting getting “RESUME NORMAL SPEED” messages from Shanwick. The official start date is April 8, 2019. Three OACC’s are doing this – Shanwick, Santa Maria, and New York Oceanic (not WATRS).

How does it work?

You’ll get a normal oceanic clearance, with a fixed Mach Number, like you always did. Somewhere after the Oceanic Entry Point, if you are selected for the trial, you’ll get a CPDLC message saying RESUME NORMAL SPEED. You should reply with WILCO. What that means is: Fly ECON, or a Cost Index with Variable Mach.

So, once I get that, no restrictions on speed?

Correct! But, ATC will expect you to fly ECON/Cost Index, and normally, that should be pretty close to your cleared Mach (within 0.01 up or down). If you’re doing something different, tell them. If the resulting speed differs from your Oceanic Clearance Mach by 0.02, or more, you must tell ATC.

Rules for Shanwick (Don’t ask for it)

• Flight must be data link connected to EGGX
• Flight must be eastbound and operating solely in Shanwick Oceanic airspace and exiting into UK/Ireland/Continental European airspace
• Flight cannot exit into Santa Maria
• RESUME NORMAL SPEED will be offered on a “manual” tactical basis
• Do not request RESUME NORMAL SPEED

Rules for New York and Santa Maria (You can ask)

• Flight must be data link connected to LPPO or KZWY
• Flights must be wholly within Santa Maria and New York East Oceanic airspace and not enter Gander or Shanwick airspace
• Flights can enter New York East Oceanic airspace or Santa Maria airspace from Gander airspace or Shanwick airspace and receive RESUME NORMAL SPEED uplink message
• New York West (WATRS airspace) is excluded
• RESUME NORMAL SPEED can be requested if not offered

Background and History

(Thanks, Jeff Miller @IATA, for this and the condensed info above!)

Both Airbus and Boeing advocate cost index (ECON) as the most efficient way to fly. Operators use cost index (ECON) globally, except for the North Atlantic (NAT) where flights are assigned a fixed Mach by ATC and flight crews are required to fly the assigned Mach. Depending on the distance from the departure airport to the oceanic entry, most operators flight plan the aircraft with cost index to the oceanic entry point and again after oceanic exit. Flight crews use the desired fixed Mach number from the computer flight plan that is generated by the cost index, as the requested Mach number for the crossing. It is possible the flight crew may request a Mach greater than or less than the flight plan Mach to improve scheduled arrival time. IATA led the ICAO NAT, Operations Without an Assigned Fixed Speed (OWAFS) project team to enable the use of a variable Mach in the NAT. The North Atlantic Systems Planning Group (NAT SPG) is expected to fully endorse OWAFS late June 2019 for an official implementation in late 2019 for all NAT OCAs. Full automation for all Air Navigation Service Providers (ANSPs) is expected by Q1 2020.

So I can use this for turbulence speed changes?

Yep, but remember, if you’re slowing down or speeding up significantly (0.02 or more), tell ATC your new speed.

Anything else?

That’s it for now. Remember, it’s a trial – later in the year full implementation is expected. Don’t ask for it if you aren’t offered, unless you’re in New York or Santa Maria airspace. Tell ATC if you’re changing by 0.02 or more from the Oceanic Clearance.

And most importantly, keep us posted on your experiences with this!

At 8.30pm tonight, the FAA issued a new “Do Not Fly” instruction to US operators, barring all operations into or over Venezuela, unless operating at or above FL260, and giving a window of 48 hours to leave the country.

The order comes on a day of an information battle waged between Maduro and Guaidó, and although the coup status is uncertain, one thing is clear: taking your aircraft to Venezuela is not a good idea.

The new Notam, KICZ A0013/19, has as postscript: “THIS NOTAM IS AN EMERGENCY ORDER ISSUED UNDER 49 USC 40113(A) AND 46105(C).” It gives US operators 48 hours to leave Venezuela.

Over the past year, the situation in Venezuela has steadily declined, and in OPSGROUP we have issued multiple alerts and warnings, most recently today, on the back of several member reports:

The Venezuelan authorities had also published a Notam on 30 APR banning all GA/BA flights from operating to/from airports in the country, but this has since been cancelled.

The new FAA Notam leads with:

“ALL FLIGHT OPERATIONS IN THE TERRITORY AND AIRSPACE OF VENEZUELA AT ALTITUDES BELOW FL 260 BY THE PERSONS DESCRIBED IN PARAGRAPH A BELOW ARE PROHIBITED UNTIL FURTHER ADVISED DUE TO INCREASING POLITICAL INSTABILITY AND TENSIONS IN VENEZUELA AND THE ASSOCIATED INADVERTENT RISK TO FLIGHT OPERATIONS.”

and is issued as a Permanent Notam with no expiration date.

Rerouting options for overflights choosing to avoid, would be either west via Colombia, or east via Guyana and Piarco.

The full FAA Notam text is below. SafeAirspace.net is now updated with the new information.

FAA Notam KICZ A0013/19 issued May 1st, 2019, 0025Z.:

KICZ A0013/19 – SECURITY..UNITED STATES OF AMERICA PROHIBITION FOR
VENEZUELA

ALL FLIGHT OPERATIONS IN THE TERRITORY AND AIRSPACE OF VENEZUELA AT ALTITUDES BELOW FL
260 BY THE PERSONS DESCRIBED IN PARAGRAPH A BELOW ARE PROHIBITED UNTIL FURTHER ADVISED
DUE TO INCREASING POLITICAL INSTABILITY AND TENSIONS IN VENEZUELA AND THE ASSOCIATED
INADVERTENT RISK TO FLIGHT OPERATIONS.

A. APPLICABILITY. THIS NOTAM APPLIES TO: ALL U.S. AIR CARRIERS AND COMMERCIAL OPERATORS;
ALL PERSONS EXERCISING THE PRIVILEGES OF AN AIRMAN CERTIFICATE ISSUED BY THE FAA, EXCEPT
SUCH PERSONS OPERATING U.S.‐REGISTERED AIRCRAFT FOR A FOREIGN AIR CARRIER; AND ALL
OPERATORS OF AIRCRAFT REGISTERED IN THE UNITED STATES, EXCEPT WHERE THE OPERATOR OF
SUCH AIRCRAFT IS A FOREIGN AIR CARRIER.

B. PERMITTED OPERATIONS. THIS NOTAM DOES NOT PROHIBIT PERSONS DESCRIBED IN PARAGRAPH
A (APPLICABILITY) FROM CONDUCTING FLIGHT OPERATIONS IN THE ABOVE-NAMED AREA WHEN
SUCH OPERATIONS ARE AUTHORIZED EITHER BY ANOTHER AGENCY OF THE UNITED STATES
GOVERNMENT WITH THE APPROVAL OF THE FAA OR BY A DEVIATION, EXEMPTION, OR OTHER
AUTHORIZATION ISSUED BY THE FAA ADMINISTRATOR. OPERATORS MUST CALL THE FAA
WASHINGTON OPERATIONS CENTER AT 202-267-3333 TO INITIATE COORDINATION FOR FAA
AUTHORIZATION TO CONDUCT OPERATIONS.

C. ALLOWANCES. PERSONS DESCRIBED IN PARAGRAPH A ABOVE WHO ARE IN THE TERRITORY AND
AIRSPACE OF VENEZUELA AT THE TIME THIS NOTAM IS ISSUED MAY DEPART THE TERRITORY AND
AIRSPACE OF VENEZUELA BY THE MOST EXPEDITIOUS POSSIBLE ROUTE WITHIN 48 HOURS FROM THE
TIME THIS NOTAM IS ISSUED, IF THE PILOT IN COMMAND DETERMINES THAT THE OPERATION CAN
BE CONDUCTED SAFELY.

D. EMERGENCY SITUATIONS. IN AN EMERGENCY THAT REQUIRES IMMEDIATE DECISION AND ACTION
FOR THE SAFETY OF THE FLIGHT, THE PILOT IN COMMAND OF AN AIRCRAFT MAY DEVIATE FROM THIS
NOTAM TO THE EXTENT REQUIRED BY THAT EMERGENCY.

THIS NOTAM IS AN EMERGENCY ORDER ISSUED UNDER 49 USC 40113(A) AND 46105(C).
SFC – FL259; 01 MAY 00:25 2019 UNTIL PERM. CREATED: 01 MAY 00:28 2019

Sudan airspace reopened at 1200Z on Apr 12, having been closed for 24hrs following a military coup.

So the HSSS FIR is now once again open for overflights. As for flights to HSSS/Khartoum Airport, all the airlines who were forced to cancel flights during the airspace closure have now resumed operations, and Opsgroup members have reported receiving landing permissions from the authorities again. Local handlers have told us: “The airport is now functioning normally with more security support”.

The military has declared a three month state of emergency, and has deployed soldiers to secure key sites around Khartoum, with armoured vehicles and tanks parked in the streets. Protests against the new military government are still ongoing, although there have not been many reports of any violence. A nightly curfew was introduced on 11 APR for Khartoum between the hours of 10pm and 4am, but this was later lifted.

In response to the military coup, the U.S. has now issued an updated Travel Advisory for Sudan and raised its level of advice from “Level 3: Reconsider Travel” to “Level 4: Do Not Travel.”

Despite all this, still only one international airspace warning exists for Sudan, which was issued by France last year and modified in Jan 2019, recommending overflight above FL200 in the country’s southern edge (where Sudan borders with South Sudan) and western edge (where Sudan borders with Central African Republic and Chad). France’s warning for South Sudan remains the same: overflights should be at FL240 or above. More info at Safeairspace.

Amid ongoing anti-government protests, authorities published a Notam on Apr 2 banning all GA/BA flights from operating at airports across the country. But following the resignation of Algeria’s President Bouteflika, this ban was cancelled on Apr 4, and replaced with the following restriction:

A1058/19 – AIRCRAFT REGISTERED IN ALGERIA AND ABROAD OPERATED FOR PRIVATE PURPOSES ARE SUBJECT TO ISSUANCE OF AN AUTHORIZATION TO OVERFLY AND/OR LANDING THE NATIONAL TERRITORY BY THE ALGERIAN CIVIL AVIATION AUTHORITY. 04 APR 19:10 2019 UNTIL 30 APR 12:00 2019 ESTIMATED. CREATED: 04 APR 19:09 2019

So that effectively means the situation has returned to normal: for landings and overflights, you will need a permit.

Algerian media reported the initial decision to ban GA/BA flights was most likely aimed at “stopping certain prominent individuals from fleeing abroad” – after a businessman affiliated with the President was arrested as he tried to cross the border into neighbouring Tunisia.

Although anti-government protests still continue, there is no longer any significant impact to flight operations.

Update Apr 6: The Malaysian authorities have now lifted the airspace closure north of Seletar again, and in return Singapore will abandon plans for ILS at the airport – and will now draw up plans for GPS approaches instead. The new agreement brings an end to days of disruption, with operators having to take off and circle overhead to 6000ft before being cleared enroute; it will also allow Malaysian airline Firefly to commence planned flights to Singapore, which had been postponed since Dec 2018 due to the dispute.

The new ILS approach on RWY 21 at WSSL/Seletar airport was due to take effect on 3rd Jan 2019, but Malaysia effectively killed it.

They claimed that the ILS approach –most of which lies within Malaysia’s airspace to the north of the airport– would impose height restrictions around the Pasir Gudang industrial area, and would stunt growth in the area.

Malaysia decided to create a no-fly-zone across an entire chunk of airspace just across the border from Singapore, up to 6000ft. This ultimately would have made RWY 21 ILS approaches at WSSL/Seletar impossible.

Singapore and Malaysia’s foreign ministers have met multiple times this year to discuss the issue, eventually resulting in Malaysia agreeing to cancel the restricted airspace they imposed, and in return Singapore agreeing to abandon the ILS procedures.

Discussions are set to continue regarding a wider ongoing dispute over airspace sovereignty, with Malaysia saying it wants to take back airspace delegated to Singapore under an agreement in 1974.

In other news: The night curfew at Seletar is now in effect. AIP SUP 86/2018 confirms that with effect from 1st Jan 2019, the airport will be closed to all flights (except medevac and emergency diverts) nightly from 22-07 local time.

Trans-atlantic operators who have been putting RALT/BGBW or RALT/BGSF on their flight plans have been receiving hefty invoices post-flight.

Both BGBW/Narsarsuaq and BGSF/Kangerlussuaq are popular airports to use in flight planning as an emergency divert and for ETOPS, as they are perfectly positioned right in the middle of the big empty chunk of nothing that exists between the east coast of Canada and Iceland.

Both airports are open Mon-Sat 11-20z (8am-5pm local time), and completely closed on Sundays and on public holidays (watch out for these sneaky ones!).

So if you file a flight plan with either as alternates from Mon-Sat 11-20z, you won’t get charged.

But outside these hours, you will get charged. It gets slightly complicated here: the charges in the box below apply when they stay open for you to use as an ETOPS alternate at any time that they are closed (which is between 20-11z), but there’s an extra 10% charge on top of that for any time they are closed and fast asleep in bed, (which is between 00-08z). Got it?

Important to note: these get charged even if you don’t actually divert to BGBW/BGSF. 15,870 Danish Krone equates to $2585 USD!

If you want them to stay open for you to use as an ETOPS alternate, you need to put RALT/BGBW or RALT/BGSF in your flight plan – they’ll see it, and will stay open for at the times you need. But bear in mind that if they’re closed already at the time you file your flight plan, they won’t see it! So they prefer you to do it properly and arrange everything in advance by email: get in touch with them at PPR@mit.gl

If you get an invoice from a company called Global Aviation Data A/S, unfortunately it’s not a scam email – they are the guys who work with Greenland Airports to collect the monies owed when operators request these airports to stay open for them.

The really interesting thing is this – if more than one operator asks BGBW/BGSF to stay open for them at the same time, the costs are not shared between these operators – they both have to pay the standard fees! That’s great news for the Government of Greenland, who will be getting paid multiple times by different operators for BGBW/BGSF to stay open at the same time!

Update Apr 2: ATC operations have returned to normal across Fiji, following last week’s strike by air traffic controllers. On Fri Mar 29, an Arbitration Court ordered they return to work, although some workers remain suspended. Over the weekend, there were Notams in place for NFFN/Nadi and NFNA/Nausori which warned of no ATC services overnight, but these have since been cancelled.

During the ATC workers strike, the response by the authorities was to publish Notams advising that the airspace around the country’s two main airports, NFFN/Nadi and NFNA/Nausori, was “Class G” airspace, with “TIBA” procedures in effect.

Both of these are bad news – they basically mean that the airspace is uncontrolled, and pilots have to separate themselves from each other during arrival and departure phases.

TIBA stands for ‘Traffic Information Broadcasts by Aircraft’. ICAO Annex 11 states that TIBAs “should be made only when necessary and only as a temporary measure”.

TIBA procedures are normally only ever implemented in areas where there are light general aviation movements, in uncontrolled airspace, or during large scale emergencies or natural disasters; it’s very unusual to see them being implemented around big international airports such as Nadi and Nausori.

With less ATC staff available to work due to the strike, it seems the authorities implemented these measures as a way of reducing normal workloads for the controllers who were not on strike and remained on shift.

Further reading

• Tell us anything additional we should know – news@ops.group
• Monitor #ops-alerts in your member Dashboard, and Slack.

There are four ICAO NAT Ops Bulletins due to go into effect on March 28th, 2019. The PBCS tracks will be expanded, real-time Space-Based ADS-B surveillance and reduced separation standards will be introduced, and the regional contingency and weather deviation procedures will be changed.

You can click on each one, and read them in full:

We have had a good look at each of them. Here’s the lowdown:

ICAO NAT Ops Bulletin 2018_03: Waypoint Insertion / Verification Special Emphasis Items
Lowdown: There are some specific procedures that need to be incorporated into Pilot and Dispatcher training programs. The bulletin details proper waypoint insertion and verification procedures. Operators must ensure their training programs, appropriate manuals, and SOP’s incorporate these special emphasis items and that their dispatchers and flight crews employ them. This is considered a critical method of mitigating the risk associated the rapidly changing procedures (contingency) as well as reduced separation operations (ASEPS and PBCS) within the North Atlantic.

ICAO NAT Ops Bulletin 2018_04: Implementation of Performance Based Separation Minima-Expanded Publication of PBCS OTS
Lowdown: Performance Based Communication and Surveillance (PBCS) tracks may be extended beyond the current three track maximum. They will continue to be identified in each track message and may vary day to day as traffic requires. They will continue to be only FL350 to FL390 inclusive and only on the designated tracks during the period the tracks are in effect. There may be days where there are no PBCS tracks, 3 PBCS tracks, 5 PBCS tracks, potentially even all the tracks.

ICAO NAT Ops Bulletin 2018_05: Special Procedures For In-Flight Contingencies in Oceanic Airspace
Lowdown: The contingency procedures will change, as part of a trial implementation. This will be in all the FIRs in the NAT Region and the New York Oceanic West FIR. These new procedures are to be utilized by all aircraft, at all altitudes, within this airspace. The fundamental change is that instead of doing a turn of at least 45 degrees and offset by 15 NM, you now turn at least 30 degrees and offset by 5 NM. For weather deviations, you used to do your 300 ft up/down offset when 10 NM away from track – you now do this when 5 NM away. For more info on this, read our article.

ICAO NAT Ops Bulletin 2018_06: Trial Implementation of ASEPS using ADS-B
Lowdown: A new trial will be implemented on the NAT called ASEPS (Advanced Surveillance Enhanced Procedural Separation) using ADS-B in the Shanwick, Gander and Santa Maria FIRs. Compliant aircraft will see a reduction in longitudinal separation to as close as 14 NM. This is not restricted to particular tracks or altitudes, just between properly equipped aircraft – you’ll need RVSM/HLA approval, ADS-B, and to be fully PBCS compliant (that means meeting the specifications of RNP4, RCP240 and RSP180).

So there you have it. We made a couple of handy graphics for all this. Print them out and sellotape them to your cockpit. (If you actually do this, please send us a photo!)

For a bit more of an in-depth look at the contingency and weather deviation procedures as shown in the image above, read our article.

And if you’re still hungry for more NAT info, we highly recommend you check out the replay of the webinar hosted by Mitch from 30WestIP, titled: ‘A North Atlantic Game Changer, 4 NAT OPS Bulletins all go into effect in one day’. This really breaks down each of the four new Bulletins which take effect from 28th March 2019 – essential viewing if you operate over the North Atlantic! View it here.

Further reading:

• On 1st Nov 2018 we had a call with 140 OPSGROUP members about upcoming changes on the NAT in 2019, and how we can effect change. OPSGROUP members can find the PDF notes of this in your Dashboard.
• A big thing driving the ASEPS trial is the rollout of Space-based ADS-B, which is scheduled to complete its deployment by 30 Dec 2018, giving us worldwide, pole-to-pole surveillance of aircraft. For more on that, and how it will affect operations on the NAT specifically, read the article by Mitch Launius here.
• Use our quick guide to figure out where you are welcome on the NAT, depending on what equipment and training you have.

Amid an escalating crisis in Venezuela, on Mar 11, U.S. Secretary of State Mike Pompeo announced via Twitter that the U.S. Embassy in Caracas will be withdrawing all of its remaining diplomatic personnel from Venezuela by Mar 16, citing the “deteriorating situation.”

Power outages continue in at least 16 states across the country. The opposition says there has been sporadic looting, and at least 17 people have died as a result of the blackout.

On Mar 9, there was an attempted armed robbery of Air Europa airline crew. Armed assailants on motorbikes chased the vehicle of the crew from the airport to their hotel, where they engaged in a shoot-out with hotel security staff before escaping. None of the crew was injured, but refused to stay at the hotel, and instead were escorted back to the airport by police convoy and returned on the flight back to Madrid. Air Europa has reportedly now decided to add a stopover to its Caracas service and crew will now layover in Punta Cana in the Dominican Republic.

On Feb 21, the barely-still-president Mr Maduro banned all general and private aviation. But reports from Opsgroup members on Feb 28 suggest that this has now been cancelled (although the ban on flights to/from the islands of Aruba, Bonaire and Curacao, as published by Notam, still stands). One member reported: “Our permit to operate in and out of SVMI/Caracas next week was approved. However, I would still NOT recommend any crew remain there overnight.”

Local handling agents we have spoken to in Venezuela have also said that the country’s airspace is open again, although nothing has officially been published to confirm this.

Our advice remains the same: you don’t want to go to Venezuela at the moment. The official advice of both the US and Canada couldn’t be clearer, they both say the same thing: do not travel to Venezuela due to risks posed by the ongoing unstable political and economic situations and the significant levels of violent crime.

The Maduro government has closed Venezuela’s borders with Colombia and Brazil, and has reportedly positioned one of its air defense missile system near the border with Brazil – within range of Brazil’s SBBV/Boa Vista airport, as well as overflights of most of Guyana’s airspace (SYGC/Georgetown FIR).

The US FAA has also published a new Notam and Background Notice warning operators to exercise caution when operating in the SVZM FIR below FL260 due to potential hazards to aviation associated with ongoing political instability in Venezuela.

Background info on SVMI/Caracas Airport   

The most recent Opsfox reports for SVMI are not encouraging:

• • The airport is located in an extremely high-risk area for armed robbery and kidnappings. Before suspending all flights to Venezuela in Aug 2017, Avianca hired bodyguards after shots were fired during a robbery of a bus carrying its crew. Some other carriers took to flying crew to spend the night in neighbouring countries, rather than risk staying overnight anywhere in Caracas.

• • On Aug 8, 2017, a Venezuelan lawyer was shot dead at a ticket counter at SVMI/Caracas airport. In 2016, an Egyptian visitor was killed walking outside the airport between terminals after arriving on a flight from Germany.
  • In Feb 2018, Ecuadorian state airline Tame joined Avianca in a long list of airlines that no longer operate to the country, including: Aerolineas Airlines, United Airlines, Aeromexico, Lufthansa, Alitalia and Air Canada. Most reports estimate that international traffic in Venezuela has dropped by around 65-75% since its peak in 2013.
  • Colombia’s pilots’ association says its members who have flown to Venezuela have had to deal with contaminated fuel and hours-long delays as the National Guard pulls suitcases off flights to loot them. More info. 

On Feb 23, the Norwegian B737 which had been stuck in Iran for two months after an in-flight diversion finally departed OISS/Shiraz, and landed back at Stockholm’s ESSA/Arlanda airport.

The brand new Norwegian Boeing 737 MAX8 was flying from Dubai to Oslo on Dec 14 when it encountered engine problems that necessitated a diversion to Shiraz.

With the U.S. sanctions currently in place against Iran, it made it very difficult to obtain approval to get the required spare parts over to Iran to fix the aircraft – Norwegian were only able to do so after negotiating a workaround with the U.S. Office of Foreign Asset Control.

The real complication here came from the fact that the aircraft needed a replacement LEAP-1B engine. The engine is a 50/50 ownership split between GE (USA) & Safran (France). The U.S. export restrictions apply to any company that wants to sell or resell goods to Iran that contain more than 10 percent aviation parts or technology from the United States.

In the end, the aircraft was out of service for over two months, no doubt costing the airline a fortune in lost revenue. It’s unclear who will be picking up the bill for “extra” complications of getting the permits with Iran, but that will be a costly exercise also.

The lesson?

Consider your overflight diversion options. If a checklist calls for a diversion to the nearest suitable airport and that airport is in a country with limited diversion support or (in this case) complicated requirements for sourcing replacement parts – is it worth the risk?

Have you operated to anywhere in Iran recently? Let us know how it went!

Further reading

• US issues new guidance on Iran overflight risk
• London to Dubai – which way is best?

Starting 28th March 2019, there will be some changes to the contingency and weather deviation procedures on the NAT. ICAO has published a new NAT Ops Bulletin with all the details.

Before, there was a lot of confusion around the wording of these two procedures – but ICAO has now made this much clearer, and they have even included a little graphic to help us understand how it will work.

Thing is, it’s still a little clunky. So we decided to make our own version!

What’s new?

The simple answer is this: contingency offsets that previously were 15 NM with actions at 10 NM are basically now all 5 NM offsets with a turn of at least 30 degrees (not 45 degrees).

Rarely do we see ICAO oceanic contingency procedures undergo a formal revision. The last time a major revision occurred was in 2006 when ICAO standardized a 15 NM offset executed with a turn of at least 45 degrees. Prior to that, the North Atlantic and the Pacific had used different offset distances and a 90 degree turn.

Where and when?

A trial implementation is scheduled to begin in the NAT Region and New York Oceanic West starting 28th March 2019. ICAO is expected to formally publish the Standard in an update to PANS-ATM (ICAO Doc 4444) on 5 November 2020.

Why?

To support reduced separation being implemented in conjunction with Advanced Surveillance Enhanced Separation (ASEPS), Space Based ADS-B surveillance. The details for the ASEP trial can be found in NAT OPS Bulletin 2018-006 Trial Implementation of ASEPS using ADS-B.

Old version vs New version – full wording

Here’s the old version, as per the latest version of the NAT Doc 007, paragraph 13.3. (Note – this will be valid UNTIL 27 March 2019):

The aircraft should leave its assigned route or track by initially turning at least 45° to the right or left whenever this is feasible.

An aircraft that is able to maintain its assigned flight level, after deviating 10 NM from its original cleared track centreline and therefore laterally clear of any potentially conflicting traffic above or below following the same track, should:
a) climb or descend 1000 ft if above FL410
b) climb or descend 500 ft when below FL410
c) climb 1000 ft or descend 500 ft if at FL410

An aircraft that is unable to maintain its assigned flight level (e.g due to power loss, pressurization problems, freezing fuel, etc.) should, whenever possible, initially minimise its rate of descent when leaving its original track centreline and then when expected to be clear of any possible traffic following the same track at lower levels and while subsequently maintaining a same direction 15 NM offset track, descend to an operationally feasible flight level, which differs from those normally used by 500 ft if below (or by 1000 ft if above FL410).

Before commencing any diversion across the flow of adjacent traffic or before initiating any turn-back (180°), aircraft should, while subsequently maintaining a same direction 15 NM offset track, expedite climb above or descent below the vast majority of NAT traffic (i.e. to a level above FL410 or below FL290), and then maintain a flight level which differs from those normally used: by 1000 ft if above FL410, or by 500 ft if below FL410. However, if the flight crew is unable or unwilling to carry out a major climb or descent, then any diversion or turn-back manoeuvre should be carried out at a level 500 ft different from those in use within the NAT HLA, until a new ATC clearance is obtained.

And here’s the new version, as per the NAT OPS Bulletin 2018-005 Special Procedures for In-flight Contingencies in Oceanic Airspace (Note – this will be valid FROM 28 March 2019):

If prior clearance cannot be obtained, the following contingency procedures should be employed until a revised clearance is received:

Leave the cleared route or track by initially turning at least 30 degrees to the right or to the left, in order to intercept and maintain a parallel, direction track or route offset 9.3 km (5.0 NM).

Once established on a parallel, same direction track or route offset by 9.3 km (5.0 NM), either:
a) descend below FL 290, and establish a 150 m (500 ft) vertical offset from those flight levels normally used, and proceed as required by the operational situation or if an ATC clearance has been obtained, proceed in accordance with the clearance; or
b) establish a 150 m (500 ft) vertical offset (or 300 m (1000 ft) vertical offset if above FL 410) from those flight levels normally used, and proceed as required by the operational situation, or if an ATC clearance has been obtained, proceed in accordance with the clearance.

Note. — Descent below FL 290 is considered particularly applicable to operations where there is a predominant traffic flow (e.g. east-west) or parallel track system where the aircraft’s diversion path will likely cross adjacent tracks or routes. A descent below FL 290 can decrease the likelihood of: conflict with other aircraft, ACAS RA events and delays in obtaining a revised ATC clearance.

So to reiterate, the important change is that contingency offsets that previously were 15 NM with actions at 10 NM are basically now all 5 NM offsets with a turn of at least 30 degrees (not 45 degrees).

Weather deviations

If you have to deviate from your assigned track due to anything weather-related, there’s a whole different procedure to follow. Again, the NAT Ops Bulletin has all the details for this, but the bottom line seems to be:

For deviations of less than 5 NM, remain at the flight level assigned by ATC.

For deviations of 5 NM or more, when you are at the 5 NM point initiate a change as follows:

If flying EAST, descend left by 300ft, or climb right by 300ft.

If flying WEST, climb left by 300ft, or descend right by 300ft.

In other words – SAND! (South of track = Ascend, North of track = Descend; Up/Down by 300ft)

But remember, going right is probably better – it gets you out of the way of all the SLOP offset traffic that might be coming at you from the opposite direction!

Turnback procedure

In both the NAT Ops Bulletin and the new NAT Doc 007 which will take effect from 28 Mar 2019, ICAO has left out any specific reference to how to divert across the flow of traffic or turn-back procedure, and instead simplified it to just “proceed as required by the operational situation”. Turning back would assume you either employ the 5NM offset as per the new contingency procedure, or else get a new revised clearance.

Bottom line

If you operate in the NAT HLA, we recommend you read and review the NAT Ops Bulletin in its entirety. It’s relatively short but, beginning 28 March 2019, the procedures are expected to be implemented. You might want to prepare changes for your Ops Manuals and checklists too.

Make sure you stay tuned to OPSGROUP for changes that may occur as we approach 28 March 2019!

Further reading:

• On Nov 1st we had a call with 140 OPSGROUP members about upcoming changes on the NAT in 2019, and how we can effect change. OPSGROUP members can find the PDF notes of this in your Dashboard.
• A big thing driving the ASEPS trial is the rollout of Space-based ADS-B, which is scheduled to complete its deployment by 30 Dec 2018, giving us worldwide, pole-to-pole surveillance of aircraft. For more on that, and how it will affect operations on the NAT specifically, read the article by Mitch Launius here.
• Use our quick guide to figure out where you are welcome on the NAT, depending on what equipment and training you have.

If you are operating in the Singapore FIR, consider this carefully: you may be overflying Indonesia without knowing it. Indonesia will know though, and they want you to have an overflight permit.

You will find out in one of three ways:

1. You’ll be intercepted by two Indonesian Air Force fighter jets and brought to Indonesia
2. You’ll receive a nastygram via your National Authority
3. You’ll get a fine

2. and 3. are not cool, but 1. is something to avoid at all costs. The inside of military/police cells at outlying Indonesian Airports is not pretty.

Watch out for the following airways – M758, M646, M767, G334, M761, G580. These all pass over Indonesian territory, even though the area is actually part of the Singapore and Malaysia FIRs.

Indonesia has a reputation for excessively strict enforcement of permit rules.

On 14 Jan 2019, two Indonesian F-16s intercepted an Ethiopian Airlines cargo flight ETH3728 for flying across Indonesian airspace without permission. The aircraft was initially supposed to operate from HAAB/Addis Ababa to VHHH/Hong Kong, but was modified at the last minute to route via WSSS/Singapore instead, to make a delivery of Rolls-Royce Trent 1000 engines.

The Ethiopian Airlines aircraft was intercepted forced to land at WIDD/Batam Island – which lies right in the middle of the chunk of airspace controlled by Singapore.

Another incident happened back in 2014, where a King Air plane en-route from WBGG/Kuching to WSSS/Singapore was intercepted by Indonesian fighter jets in the same airspace managed by Singapore, and forced to land at WIOO/Pontianak Airport in Indonesia.

The reason? Because they were overflying some Indonesian islands out in the ocean, the Indonesian Air Force claimed they were overflying Indonesia’s sovereign skies – without a permit.

Indonesia still hasn’t updated its AIP, but the rules they enforce are clear: if you’re overflying any Indonesian territory, you must get an overflight permit, regardless of the flight level.

Here’s a nastygram to an OPSGROUP member, received in February 2017:

Bottom line: check your airways carefully, and make sure there are no Indonesian Island underneath. If there are, get a permit.

For 10 years SPJC/Lima’s Jorge Chavez airport has been desperately waiting for a promised US$1.5bn expansion.

With the rapid growth in the airline industry in Peru over the past few years, it seems the airport authorities are starting to struggle to provide enough capacity, and they are now trying to make it as difficult as possible for anything other than the commercial airlines to operate there!

In AIC (10/18), which has been in effect since Aug 2018, the airport has said that no more technical stops will be permitted at the airport. It also outlines significant slot/time restrictions for GA/BA operations.

Why they are doing it?

According to the AIC:

“In order to optimize the use of airport resources, ensure the safe provision of air traffic services and ensure the balance between demand and available capacity, the DGAC has been implementing capacity management measures.”

You can find the full information here but we have listed the main operational details below.

• Tech stops are “forbidden” for “commercial flights and general, national and international aviation” effective 15 August 18.
• Maximum stay of 2 hours on the civil apron for GA/BA flights. This is counted “from the time of placing chocks.” After two hours, the aircraft must be transferred to another apron, parking area for aircraft or hangar, or must go to a suitable alternate airport. The recommended airport to re-position to is SPSO/Pisco. It has an ILS and a 9900’/3000m runway. It is 115nm away, and open H24.
• General aviation flights are limited to two operating periods every day. “Flights must perform their take-off and landing” between 0000L-0430L (0500UTC-0930UTC) or 1300L-1859L [1800UTC-2359UTC ]. The 2-hour maximum ground time still applies, and coordination of ground services should be pre-planned in advance to comply.

For non-scheduled flights, they’ve issued a NOTAM restricting all ops to between 1100-2000L (1600-0100Z) or 2300-0800L  (0400-1300Z):

A1822/19 – IN ORDER TO REDUCE TFC CONGESTION, NON-SCHEDULE FLIGHTS ARE NOT ALLOWED TO ARRIVE IN SPJC DURING THIS BLOCK OF TIME. STS EMER,SAR,HUM,HOSP,MEDEVAC AND STATE ARE EXCLUDED. DLY BTN 0100-0400 AND 1300-1600, 04 APR 01:00 2019 UNTIL 31 JUL 16:00 2019 ESTIMATED. CREATED: 03 APR 23:28 2019

The authorities seem intent on enforcing these rules. One local handler has told us – “The Peruvian FAA is being very strict with the AIC. They are rejecting landing permit requests for fuel stops at SPJC.”

If you have any further knowledge or recent experience to share, please let us know!

Extra Reading:

• Peru’s Biggest Airport Continues Waiting for Long Overdue Expansion
• Lima airport expansion faces further delays
• CORPAC SA (AIP etc)

In Short: The switch from LTBA/Istanbul Ataturk to LTFM/Istanbul New Airport has effectively been postponed until sometime in early March 2019 – although no official date has been given yet. LTFM “officially” opened on 29 Oct 2018, but since then it’s only been available to Turkish Airlines – everyone else has to carry on using LTBA.

Istanbul’s new mega-airport, which has been plagued by construction issues and delays, officially launched operations on 29 October 2018, to coincide with Turkish National Day celebrations – even though it wasn’t completely ready in time.

Authorities initially said that all scheduled airline and charter flights would have to switch over from using LTBA/Istanbul Ataturk to LTFM/Istanbul New Airport on 29 October 2018. Then they published AIC 07/18 which pushed that date back to 30 December 2018. And then, in the week before that was due to happen, they published this Notam:

A7542/18
A PHASED TRANSFER FROM ISTANBUL ATATURK AIRPORT (LTBA) TO ISTANBUL AIRPORT (LTFM) WILL TAKE PLACE. ISTANBUL AIRPORT (LTFM) WILL ONLY BE USED FOR PRE-AUTHORIZED TURKISH AIRLINES FLIGHTS, UNTIL FURTHER NOTICE. 24 DEC 13:35 2018 UNTIL PERM. CREATED: 24 DEC 13:37 2018

So for now, only Turkish Airlines are allowed to operate to LTFM. Local reports suggest that it won’t be until March 2019 before all the other airlines and charter operators can start using it too. When that happens, LTBA/Istanbul Atatürk will be closed to all scheduled airline and charter flights, but will remain open for general aviation and business flights.

So that’s good news for GA/BA! There’s nothing to say that you can’t use the new airport, but it’s quite a way out of town (39km/24 miles) when compared to the old one.

Into the future there is talk about the old airport becoming a park, but there are still no firm plans for that yet, according to the FBO reps we spoke to on the ground.

Do you know more? Let us know!

Starting 28th March 2019, a new trial will be implemented on the NAT called ASEPS (Advanced Surveillance Enhanced Procedural Separation) using ADS-B in the Shanwick, Gander and Santa Maria FIRs.

Compliant aircraft will see a reduction in longitudinal separation to as close as 14 NM. This is not restricted to particular tracks or altitudes, just between properly equipped aircraft – you’ll need RVSM/HLA approval, ADS-B, and to be fully PBCS compliant (that means meeting the specifications of RNP4, RCP240 and RSP180). Read this ICAO Bulletin for all the details.

When the ASEPS trial starts, there will also be some changes to the contingency and weather deviation procedures. Before, there was a lot of confusion around the wording of these two procedures – this has now been made much clearer, and they have even included a nice little graphic to help us understand what to do. Read this ICAO Bulletin for all the details.

ICAO have published all these changes in their updated NAT 007 Doc valid for 28th March 2019.

Further reading:

• On Nov 1st we had a call with 140 Opsgroup members about upcoming changes on the NAT in 2019, and how we can effect change. Opsgroup members can find the PDF notes of this in your Dashboard.
• A big thing driving the ASEPS trial is the rollout of Space-based ADS-B, which is scheduled to complete its deployment by 30 Dec 2018, giving us worldwide, pole-to-pole surveillance of aircraft. For more on that, and how it will affect operations on the NAT specifically, read the article by Mitch Launius here.
• Use our quick guide to figure out where you are welcome on the NAT, depending on what equipment and training you have.
• All the big changes on the NAT in 2018 are covered on our page here.

I can distinctly remember the build up to and roll out of GPS navigations systems. Like so many of us, I was excited to see this new technology integrated into my cockpit. The idea that I would have the capability to accurately determine my position anywhere in the world was exciting!

It’s hard to overstate the significance of GPS navigation on the international operation of aircraft, particularly when operating in oceanic airspace. Today we are about to reach a similar milestone that could be even more significant – the introduction of a Space-Based Automatic Dependent Surveillance Broadcast (SB ADS-B) monitoring system.

When SB ADS-B completes its deployment (scheduled 30 December 2018), we will achieve worldwide, pole-to-pole surveillance of aircraft. This goes beyond a pilot knowing his or her own location. This opens up the ability for ATC to locate any ADS-B equipped aircraft anywhere in the world. With the US and EU ADS-B requirements approaching in 2020, aircraft that operate internationally will almost certainly be ADS-B equipped.

A brief history of Space-Based ADS-B

SB ADS-B technology has been placed into service by a commercial company, Aireon, and not a governmental entity, which has enabled it to be brought to operational status in a much shorter timeline than most other government implementations.

Although Aireon was initially established in 2012 to provide civilian surveillance services, the disappearance of Malaysia Flight 370 changed the industry. The inability to locate the aircraft forced industry regulators to consider how improved aircraft tracking might have helped to resolve the location of the aircraft in distress and prevent a future disaster. In response to this concern, ICAO created a standard for aircraft tracking designated as the Global Aeronautical Distress Safety System (GADSS). Aireon responded by creating a low-cost tracking solution based on aircraft ADS-B equipage utilizing the SB ADS-B network to meet that tracking requirement faster and cheaper than many of the alternatives.

This implementation takes advantage of the same ADS-B 1090ES systems already installed in most aircraft, not requiring any additional investment or modification from operators who currently comply with ICAO ADS-B approved 1090ES systems. Compare this to the evolving and evasive FANS 1/A+ requirements that have placed many operators in the position of having to upgrade aircraft (at great expense) only to find they are not PBCS and/or U.S. domestic compliant. Quite a contrast.

What are the benefits?

The primary advantage of the introduction of surveillance into oceanic operations will be a reduction in separation. Initially, this will be applied to in-trail spacing (longitudinal separation) and potentially reduce that separation to as close as 14 Nautical Miles (NM). The current longitudinal standard for data link approved aircraft is 5 minutes or approximately 50NM. The introduction would significantly increase the capacity of the most fuel-efficient routes and altitudes. The trial implementation is not expected to be restricted to specified tracks or altitudes, just between properly equipped aircraft.

Another key advantage of SB ADS-B is that the system is based on an active constellation of 66 low earth orbit satellites with geo-synchronous orbits that provide worldwide coverage. The system will also have 9 backup satellites available in orbit as well. The information on worldwide aircraft location will be in the system, it’s just a matter of having it sent to ATC control panels that are properly equipped to display the information. The SB ADS-B system operates independently from the ADS-B ground stations and can provide a direct data feed to air navigation service providers (ANSPs).

The primary targets for Aireon SB ADS-B services are ANSPs such as the FAA, EASA, Africa’s ASECNA, South Africa, New Zealand, Singapore, etc. This brings tremendous value to areas like Africa and Southeast Asia where ANSP’s face unique challenges involving infrastructure. Placing a network of ground-based ADS-B receivers in remote areas can expose them to vandalism or theft. As an example, a recently installed ILS system in Benin, Nigeria was stolen!

What does my aircraft need to be compliant?

In order for SB ADS-B separation reduction to be applied, aircraft will be required to be ADS-B and fully PBCS compliant. The controlling agency will determine eligibility based on the flight plan filing codes for ADS-B and PBCS. Let’s recall that the PBCS requires FANS 1/A+ approval with RCP240, RSP180, and RNP 4 capabilities. Just add ADS-B, NAT HLA, and RVSM equipage and approval and you’re ready! That is a lot of approvals, plus let’s not forget, TCAS Version 7.1 and Enhanced Mode S Transponder equipage is required as well.

Where will it be implemented?

Initial trial use of SB ADS-B for surveillance and separation will begin in Canada’s Edmonton Flight Information Region (FIR) in the first quarter of 2019. This will be followed by a planned trial launch in the North Atlantic (NAT) on 29 March 2019. The NAT oceanic surveillance trial program will be employed in both in Gander and Shanwick’s oceanic FIRs. Santa Maria will also introduce ADS-B separation standards, but that program will initially be limited to ground-based ADS-B operations.

We anticipate a mid-December 2018 release of a North Atlantic Ops Bulletin detailing the trial implementation which will be referred to as “Advanced Surveillance-Enhanced Procedural Separation” (ASEPS). This is to be followed by ICAO publishing the associated standards for ASEPS in a 5 November 2019 update to Procedures for Air Navigation Services – Air Traffic Management (PANS-ATM) Document 4444. This would move the ASEPS program beyond trial use and allow implementation of ASEPS based operations worldwide.

The final specifics involved in the trial program will be detailed in Canadian and United Kingdom Aeronautical Information Publications (AIPs), most likely involving a release of Aeronautical Information Circulars (AICs) to formally initiate the trial programs.

The NAT HLA does not anticipate requiring ADS-B for airspace entry but simply employing it as available. The impending U.S. and EU ADS-B requirements in 2020 will help ensure common equipage.

The introduction of ASEPS reduced separation standards in oceanic and remote regions will also impact contingency procedures for operators in the NAT HLA. To address this concern ICAO has created new contingency procedures for oceanic and remote operations which will also be identified in the November 2019 update to Procedures for Air Navigation Services – Air Traffic Management (PANS-ATM) Document 4444.

We expect the mid-December release of an additional North Atlantic Ops Bulletin detailing the trial implementation of these new contingency procedures in the NAT HLA airspace to be implemented with ASEPS. These new contingency procedures will initially only be used in the NAT HLA but, after the ICAO approval in November 2019, they may be implemented in other oceanic regions as well.

It would be important to note that the ASEPS target date for implementation, 29 March 2019, is also the target date for the expansion of the PBCS tracks in the North Atlantic Organized Track System. Add in the change in contingency procedures and that is a lot of moving parts, all happening at the same time, in the most congested oceanic airspace in the world.

One thing we don’t anticipate changing on March 2019 is strategic lateral offset procedures (SLOP). Changes may follow down the road but it’s not on the calendar now.

Let’s all get ready for a busy spring in the North Atlantic!

Mitch Launius is an International Procedures Instructor Pilot with 30West IP and can be contacted through his website: www.30westip.com

New ICAO requirements on aircraft tracking came into force on Nov 8. Large aircraft (over MTOW 45,500kg and with more than 19 seats) must now track their position every 15 minutes – down from the previously required 60 minutes. The tracking needs to take place in all regions where the local ATS gets position information at greater than 15 minute intervals. If you want to get into it, you can find it in ICAO SARPS, Annex 6,  Part I,  Section 3.5.

This requirement is part of ICAO’s “Global Tracking Initiative”, which came about shortly after the disappearance of Malaysia Airlines flight MH370 in March 2014.

When to track?

If your aircraft is outside range of radar, oceanic waters, remote areas, (anywhere that the ATS doesn’t get a position report in less than 15 minute intervals) you can count on needing to obtain and record your own position reports every 15 minutes (or less).

Where are these areas? ICAO is keeping a database to show where you’re going to need to make your own 15 minute records (it’s not the best tool at the moment):

click to open tool on ICAO site

How to track?

The important part of this: it must all be done automatically. You can’t just set a timer and manually record a position report. ICAO doesn’t have a preferred method for this, just as long as it’s automatic (use your ADS-B, GPS tracker, or a tracking service). It was important that ICAO keep this particular requirement in line with equipment and capabilities currently available.

Who’s watching?

ICAO has told us that although the new requirement is now in place, currently there is no requirement to share the data – unless it’s required for an incident.

Also, it is still yet to be seen if/how specific authorities will add this requirement into AIPs. For example, Canada has stated the below, but have yet to add any requirement into the Canadian Aviation Regulations:

Canadian air operators are reminded that they are subject to the laws and regulations of foreign jurisdictions and their respective civil aviation authorities (CAA) when abroad. Effective November 8, 2018, they may be subject to regulatory action by a CAA if they do not comply with ICAO GADSS SARPs requirements. CASA 09-2018

Will this be part of SAFA ramp checks?

No. We asked SAFA this very question, and here’s what they told us:

“For the time being we do not have any intention to request of ramp inspectors to perform an inspection of this new requirement.”

The future?

In January 2021, there will be a further requirement to tracking, called “Autonomous Distress Tracking”, which will require automatic position reports every minute when in a distress situation. This requirement will likely depend on new equipment, or depend on expansion of Space Based ADS-B.

ICAO is also populating a “Global Operational Directory” to help communication between OCCs and ANSPs. It’s not operational yet, but this will help when ANSPs and OCCs need to communicate. It’s free to participate, as long as OCCs share their information. More information for that is here.

For more reading of all the ICAO updates on Global Tracking Initiatives, head here.

Dear Reader!

First, thanks for being part of this amazing group for the last year. We loved sharing our alerts, risks, dangers, and deviousness with you. It’s been a blast.

As we’ve mentioned, we’re now focusing our attention solely on Opsgroup members, so the International Ops Bulletin that you got yesterday was the last one for the year, and tomorrows Daily Brief will also be el final (sp? we’re good at Ops, not Spanish).

OK, so. Here’s the deal. We would like you, our favorite reader ever, to be part of this amazing group – 5000 airlines, pilots, dispatchers, airports, atcos, agencies, amazing-experts, analysts … the people that run international flight ops. Whatever the group is now, it’s going to be even more amazing – as we are adding in new contacts, better information, easier searching, and making it easier for members to connect with each other. We’ll continue the good fight against crappy circulars, mind-numbing mandates, awful AIC’s, nasty notams, and continue to remind the state bureaucrats that the people reading this stuff are Humans, not computers. We’ll continue to sniff out the security risks, and share them with those that need to know. And we’ll continue to basically make cool stuff – maps, charts, apps, guides, and winter ear-warmers – for the Opsgroup community.

We’ll also continue to manage the Clipperton FIR (ADS-B almost in place), keep adding things to Airport Spy, continue working with ICAO on Norm (he’ll be done for Christmas, we’re sure!), get SafeAirspace V2 online (coming December), and of course continue the hourly alerts, daily briefs, and weekly bulletins for members.

Bottom line, our request is that you join us! We need people like you to help this group. Put another way, we don’t want to continue without you.

Whatever your choice is, have a lovely day and rest of year, and let us be the first to wish you a happy Thanksgiving, and if we don’t see you until next year, Happy Christmas!

The Opsgroup Team – Ben, Cynthia, Igor, Dave, Dean, Slobodan, Amelia, Jamie, and Mark.

team@ops.group

PS –

If you prefer, you can also waitlist for 2019. Once we reopen membership, we may have a slightly different approval process, but you can add your name to be notified here.

As WSSL/Seletar prepares to open its new $80 million terminal on Nov 19, the authorities have announced that WSSL is now a “schedules facilitated” airport.

Don’t panic – at least, not yet. This basically just means that because demand is now getting close to the airport’s capacity, all airline and charter flights must confirm their schedules with the airport in advance  – BA/GA flights don’t need to do this.

It does not mean that the airport has become slot coordinated, although that might happen at some point in the future if congestion continues to be a problem.

As for the new terminal, it looks like it will be a decent improvement on the old one…

The new facility – six times bigger than the old terminal – will be split in two, with one large section for airline flights, and another separate section dedicated for GA/BA.

Here’s a video of what the new terminal looks like!

The idea is to free up capacity at WSSS/Singapore by moving all scheduled turboprop flights to WSSL/Seletar when the new terminal opens. At the moment, the only airline that falls into this category is Malaysia’s Firefly – which currently operates 20 daily flights at WSSS – to and from WMSA/Subang, WMKI/Ipoh and WMKD/Kuantan.

Important to note – all BA/GA traffic must switch to using the new terminal when it opens on Nov 19 at midnight local time. Jet Aviation have provided a handy printout which tells you all you need to know about using the new terminal. Note that the new terminal is on the other side of the runway from the old terminal!

The 2018 G20 Leaders meeting will be held in Buenos Aires on November 30 and December 1, 2018. GA/BA flights will be prohibited from operating to both SAEZ/Ministro Pistarini and SABE/Jorge Newbery – but also all the smaller airport across the city as well.

AIP SUP A28/2018 goes into all of the restrictions in detail, but here are the key takeaways.

The airports…

Between 1500L on Nov 29 to 2200L on Dec 1 (1800Z Nov 29 to 0100Z Dec 2), here are the restrictions:

• SABE/Jorge Newbery – will be totally closed to all non-G20 aircraft.
• SAEZ/Ministro Pistarini – will only accept regular airline flights. All GA/BA flights are prohibited. RWY 17/35 will be closed and used as a taxiway and for parking only. Many SID and STARS will be suspended and a full list is in Appendix 2 of the SUP. (UPDATE 22NOV: Notam A9669/18 has now been published which brings forward the start time for the ban at this airport to midnight local time on Nov 26).
• SADP/El Palomar – closed to civil ops, although 8 slots will be made available to airlines from 1800Z-2300Z on Nov 29.
• SADF/San Fernando, SADJ/Mariano Moreno, SADM/Morón – all closed to civil ops.

So with all the Buenos Aires airports out of action for GA/BA over these dates, there aren’t a lot of other options. The closest international airports are: SAAR/Rosario to the north, SAZS/Plata Del Mar to the south, or SUMU/Montevideo – but that’s in a different country!

Bottom line – if you’re GA/BA and you need to get to Buenos Aires at the end of the month, you’ll need to make sure you go there before the G20 restrictions come into force on 1800z on Nov 29.

The airspace…

SAEF/Ezeiza FIR will see the following restrictions in place between those same timings, 1800z Nov 29 – 0100z Dec 2:

• All users must submit a flight plan a minimum of 6 hours before estimated off blocks time.
• All aircraft must operate on discreet transponder codes at all times.
• An ADIZ is in place out to 250NM from EZE VOR from SFC-UNL within the FIR.
• There will be 3 temporary restricted areas in place, BAIRES, SPY GLASS and ROJO.
• The BAIRES airspace overlays on top of SAEZ/Ministro Pistarini  out to 55nm.
• Expect Air Force fast jets to be patrolling and operating with ‘due regard‘ overhead during various times.

Did we miss something? Get in touch!

I love how the hive-mind works. We have 5000 members, and so it shouldn’t be surprising, but it’s still awesome to see it in action.

Yesterday, in slack, a member asked:

Now, I’ve never heard of Novolazarevskaya Station, but that’s not important. There are another 4,999 of us, and chances are that someone in the group has.

So, we blasted it out on the ATIS this morning:

The ATIS goes out to all group members in the OpsGroup Daily Brief.

And of course, someone got right to it, answering the question:

This is how OpsGroup works! Simple, and extremely effective. When one person knows, we all know.

Bonus: The first OpsGroup team member to see the question was @Jamie – Opsgroup Team, who has been on the ice on five separate missions for the US Antarctic program, and has spent a combined total of three years down there.

Just a short update on a few things happening in Canada that you might have missed…

Nationwide

• There has been a change in the Maximum Indicated Airspeeds for holding patterns to bring them more in line with the rest of the world. This came into effect on 11OCT18 and will be reflected in the 08NOV18 AIP update. Refer AIC 25/18.

• It’s been over a year and a half since NavCanada suspended it’s Climb/Descend via SID phraseology, adding a complication for pilots that regularly cross the border from USA to Canada and v.v. It initially trialed then quickly suspended them “out of concern over altitude deviations we were seeing in the system and the unforeseen large increase in workload as a result. We are continuing to communicate with airlines, aircraft operators and our employees as we revert to the phraseology rules that were in place prior to this change.​” We understand this phraseology has now been officially put in the trash and wont be returning.

CYYZ/Toronto Pearson Airport

• There are new nighttime RNAV approaches starting in CYYZ/Toronto Pearson from 08NOV18. These RNAV (GNSS) X instrument approach procedures are for night-time ops between 0030L-0630L on runways 5/6L/6R/23/24L/24R. The procedures are designed to minimize the noise footprint. The ATIS will advertise these as the primary approach type when they are active. Pilots can expect to be cleared directly to the initial approach waypoint, then subsequently cleared for the approach including the appropriate transition. Refer AIC 28/18.

• Slots are currently required for all flights between 0030-0630 local time. The airport authority was planning to make slots mandatory for all GA/BA flights H24 from Nov 17 onwards, but this will now be delayed to some time in early 2019. For more info, contact the Airport Reservation Office at aro@gtaa.com

Do you know more? Drop us a line!

The US reimposed sanctions against Iran on Nov 5. Despite this, so far there has been no change to the FAA guidance to US operators issued on 9th September 2018: flights to Iran are not prohibited, but operators should “exercise caution” when flying in Iranian airspace.

However, with the reimposed sanctions comes a new problem if you’re a US operator: you’re allowed to overfly Iran, but you’re not allowed to pay for all the things needed to make that happen – things like overflight permits, and nav fees.

The rule is simple: no US person or business can pay for services in countries with sanctions against them (like Iran), unless that person or business has a licence to do so, issued by the Office of Foreign Assets Control (OFAC).

And you’re not allowed to get an agent to do it for you either; it’s illegal to skirt the OFAC laws by using a 3rd party company (unless, of course, they’ve been approved by OFAC).

So the big question we have now is this: if you’re planning to overfly Iran, have you figured out the legalities of paying for services? How are you making that work? Know someone who’s got an OFAC licence for Iran? Let us know!

And one other thing to watch out for – operators with US based insurers should double-check their policies, as you may now no longer be covered for flights to Iran, due to the new sanctions. This is worth checking, even if you’re only planning on overflying the Tehran FIR, as any unplanned landing (decompression, medical, engine fire) may force you into Tehran or another airport – it’s a big chunk of airspace.

Further reading:

• SafeAirspace page for Iran. SafeAirspace provides a current picture of International Airspace, so that you as the Aircraft Operator can make sound decisions on which routes to fly and which to avoid.
• Our break-down of the US guidance on Iran overflight risk
• What the sanctions mean to non-US operators