Israel has signed an agreement with Eurocontrol to work more closely together in flight planning.

Air traffic between Israel and Europe has been growing at over 9% a year for the past three years. This growth poses ongoing challenges to international civil aviation and underlines the need to improve ties between regions in order to ensure flight efficiency and safety in airspace and airports that are growing more crowded every year.

Israel is now the second country to sign the “Eurocontrol Comprehensive Agreement”.

What does this mean for operators?

The existing process is complex and multi-step: flights that transit Europe from Israel require filing at least 3 hours in advance to the Tel Aviv Coordination Centre, who then liaise with Eurocontrol to verify that the routing is RAD compliant. Changes are often then made by Eurocontrol and back down the line to the operator.

The implementation date is to be confirmed, but FPL filing out of Israel will now be the same as for any other European country, with immediate ACK from Eurocontrol.

Other benefits of this agreement are improved crisis management, more efficient traffic flows between Israel and Europe, more predictable day to day operations, improved safety and possibly airspace redesign and management.

The strike goes on … but there may be a solution by Friday this week. Icelandic MPs passed a bill forcing a resolution to the ongoing pay dispute with air traffic controllers. The new law states that the air traffic controllers’ union and the airport operator Isavia have until Friday to reach an agreement – failing this, the matter be sent to a court of arbitration for a final resolution.

In the interim, sporadic airport closures at BIKF/Keflavik and BIRK/Reykjavik continue, as do general airspace restrictions in the BIRD FIR. If you can avoid a stop in Iceland, it would seem sensible to do so until the conflict is resolved.

In September last year, an Aer Lingus Boeing 757 (operated by Air Contractors), suffered a loss of the Left Hydraulic system on departure from JFK. The left hydraulic system is the main one, meaning that Flaps, normal gear extension, and Nosewheel steering all become unavailable. The failure is therefore serious, albeit one that would be a favourite for simulator practice.

There are some really interesting lessons to learn from this incident, not least of which is how we now get access to the information that emanates from it. No longer do we need the offical report; it’s all out there on Live ATC and YouTube.  It’s 12 minutes 40′ of highly worthwhile viewing, whatever your thoughts on how public this all is.

And so to the incident. Foremost, this is a lesson in professionalism and communication, from an outstanding crew. Listen carefully, and observe how:

• A clear report is made as to the situation and what’s needed immediately.
• Potential for a spillage of fluid on the runway – not their problem, right now – but passed on as the first consideration for others.
• Early message to JFK, via Boston Centre, that ILS22L is the best runway for them, that they cannot vacate, and that the gear doors may look unusual.
• Communication is clear, precise, and authoritative – making sure everyone has all the information they need.
• Taking full command of the situation on the ground, during the fire incident. “Say again, and make sure nobody speaks apart from you“. Communications involving rescue vehicles on ATC frequencies are notoriously confusing and unclear, this crew handled the confusion with authority.

Some International Differences that can be seen here:

• Pounds and Kilos – this 757’s indications are in Kilos; ATC don’t know the conversion either, and another US aircraft on the frequency steps in to help out. Since the Gimli Glider, this has always been an issue.
• Mayday and Emergency – read more below, but the US likes the phrase “Declaring an emergency”

Some other interesting factors:

• A really awful callsign. Bad enough for a normal crossing and 6 hour flight; brutal in an emergency. The flight was EI110 – so the callsign should be Shamrock-one-one-zero (one-ten works fine). Problem: lots of other airlines have this number too, so to avoid callsign confusion, someone in an office somewhere decided to change it to Shamrock-One-One-Echo-Alpha.
• Callsign confusion is in fact the result. Try saying it a few times in a row. The controller variously calls them “Shamrock 11E”, “Speedbird 11EA”, “Shamrock 11A”. The callsign alone made things difficult for ATC and the crew.
• ATC did a pretty good job of keep comms to a minimum. In most incidents, ATC create stress and workload for the crew by asking non-essential questions the moment that an emergency is declared – which is the same time as the crew have a bunch of checklist work to do. When you get a Mayday or Emergency call on your frequency, hang tough with the questions for a minute or two, unless you need answers for immediate traffic separation.
• ATC will always ask Souls on Board and Fuel on Board. Why? To know how many people to account for on the rescue, and how much Jet fuel is going to fuel a fire if there is one after landing. Get the souls on board accurate (not a bad idea to have this written at the top of the flight plan), but a rough estimate of fuel will do. If you’re using a decimal, you’re doing it wrong.

Emergency/Mayday/Pan:

• In the US, normal practice is that you either declare an emergency, or you don’t – unlike many other countries where a choice between Mayday (serious) and Pan-Pan (cautionary) exists.
• US ATC Handbook: “If the words “Mayday” or “Pan-Pan” are not used and you are in doubt that a situation constitutes an emergency or potential emergency, handle it as though it were an emergency. “
• Sidenote: Many think that only the flight crew can declare an emergency. In fact, Flight Crew, Dispatch, Company Representatives, and ATC can all declare an emergency. An emergency can be declared without notifying the flight crew.
• In this case, the crew were comfortable in their communication with ATC – and able to “not declare” but at the same time request emergency equipment on standby. As it turned out, this emergency equipment was critical because there was a small fire after landing. If you are uncertain whether ATC understands the nature of your situation – declare an emergency. You can always cancel it later on.
• Fuel Reserves Approaching Minimum: Internationally, ’Fuel Emergency’ or ‘fuel priority’ are not recognised terms. Flight crews short of fuel must declare a PAN or MAYDAY to be sure of being given the appropriate priority.
• In 2005, ATPAC recommended changing FAAO 7110.65 (the regs for controllers) to include “emergency” as a term that could be used in lieu of “mayday” and “pan-pan.” They then withdrew the recommendation because they decided that creating more differences from ICAO standards was a bad thing.

It’s easy to forget that in a real emergency, no matter how strong your training, you have to deal with stress and adrenaline that doesn’t appear in the simulator.

A hydraulic loss is considered ‘routine’ in the books, but many accidents in the past have come from compounding errors – those holes in the swiss cheese line up pretty easily once the first one is as big as a hydraulic leak.

The cool, clear, and decisive communications from this crew indicate that they have the Big Picture firmly under control. It’s a lesson for all of us.

St. Helena is 4000km east of Rio de Janeiro; the only means of travelling to this remote island in the South Atlantic is through a five day sea voyage from Cape Town, with schedules of only once in every three weeks – making St. Helena one of the most remotely populated places on earth.

There have been many considerations for an airport on St. Helena since 1943, but it was only in 2005 that actual plans were announced. In 2011, the British government agreed to assist in the payment for the new airstrip.

The Airport was scheduled to open on 26 April 2016 but St.Helena Government announced an indefinite delay to the opening due to safety concerns from windshear. An Implementation Flight was conducted by (British Airways) Comair with a Boeing 737-800 aircraft to gather data on turbulence and windshear on the approach to Runway 20 (from the North). The results gathered and the conditions experienced concluded that additional work and preparation are need to ensure safe operations of scheduled passenger flights to and from St. Helena Airport.

So, for now, it seems pretty clear that the project is abandoned, because windshear isn’t something you can fix. It may be that it could open during specific times of the year when predominant wind direction is different, but for now, all that is certain is uncertainty.

Reference Material:

• FHSH/St. Helena – Local Traffic Regulations

In May 2016, Sudanese radar detected several unauthorised flights by Aid Agencies using chartered IL76 aircraft. The response from the government, on this occasion the Sudanese Army, was extremely strong.

We are concerned at the language being used in Khartoum and Juba. The most recent statement from the Sudanese Army, on 2nd June 2016, says “This action is considered a serious violation of the aviation regulations and the international laws, so we consider it as a direct affront to the Sudanese sovereignty … [we] will deal decisively with any plane failing to observe the proper procedures and entering the Sudanese airspace without prior permission”.

At the start of this year, the South Sudan government declared: “The South Sudanese government has ordered its army to shoot down any aircraft flying across its airspace without permission, citing the increase of unauthorised incursions into the national airspace”.

It’s tempting to dismiss this as not related to regular airline or non-scheduled flying – including long haul overflights – but we’ve learned lessons in the last few years that the unexpected isn’t as distant a threat as it used to be.

Unsafe Airspace – new summary issued 08JUN Today Flight Service Bureau published International Ops Notice 02/16 – “Unsafe Airspace”.

New China ADIZ – South China Sea 08JUN There have been several media reports this week that China is preparing to set up a new ADIZ in the South China Sea. Read the article.

KCLT/Charlotte New SIDS and STARS for aircraft arriving and departing to the Northeast have been added to CLT as of May 31. Also, construction of a new ATC tower has also broken ground, the new tower will be equipped with NextGen systems that include STARS (Standard Terminal Automation Replacement System), ADS-B (Automatic Dependant Surveillance – Broadcast) and AEFS (Advanced Electronic Flight Strip System.

CZZZ/Western Canada has been experiencing fuel shortages due to recent wildfires in the oil patch. Please check with local handlers for any fuel constraints.

KZMA/Miami FIR NASA is planning on launching a Delta IV rocket on 09JUN. Please check KZMA FIR NOTAMS for restrictions.

KZZZ/USA Tropical Storm Colin has passed Florida, Georgia, South Carolina and North Carolina before moving out over the Atlantic.

CYQY/Sydney, Nova Scotia has added 2 fire trucks and increased staffing levels to provide ARFF CAT 6 or 7, time of day pending. CYQY has issued NOTAM 1A3425/16 covering those hours.

LLZZ/Israel has signed an agreement with Eurocontrol and will allow the country and it’s users to benefit from the services that Eurocontrol provides. This is excellent news for filing out of LLBG and transiting to or over Europe as this will help streamline the process significantly and coordination will only have to be with Eurocontrol for any changes.

RCTP/Taipei has resumed operations on June 3 after operations were suspended due to flash flooding. The airport has also lost power numerous times due to the unstable power supply following days of severe flooding. While the power cuts rendered the terminal’s air conditioning system inoperable, the airport experienced only minor delays.

VNKT/Kathmandu has been experiencing problems with the VHF ATC equipment. Aircraft on approach and Area Control freqs may experience increased squelch and at times leaving ATC without comms.

HSZZ/Sudan has warned it will shoot down any aircraft that infiltrates it’s airspace that has not obtained the proper permission and/or following proper procedures. If you need to transit this airspace please make sure you have all the required documentation.

FHSH/St Helena has reportedly delayed the airport opening indefinitely, due to safety concerns – severe turbulence and windshear were commonplace during testing trials by a B737-800.

China Beijing – The Mainland Affairs Council (MAC), which supervises relations across the Taiwan Strait, on Friday issued a yellow travel alert for Beijing after the first H7N9 flu infection case for this year was confirmed in the Chinese capital.

Malaysia Malaysian officials fired several officials on charges connected to a security breach at Kuala Lumpur International Airport (WMKK/KUL). Security officials stated that airport security officials collaborated with human trafficking syndicates to bypass the airport’s passport verification system. The investigation discovered that, since 2010, airport officials purposely disrupted the immigration system at certain times of the day on several occasions. Malaysian officials will publish a report with the full findings.

Angola The World Health Organization (WHO) reported on 27 May 2016 that 301 people have died in Angola’s yellow fever outbreak, which began in December 2015. The number of suspected cases is now 2,536. The outbreak began in Luanda and has since spread to areas throughout the country, particularly along the coast and in the central regions, despite a large-scale vaccination program. Cases linked to the Angolan outbreak have also been reported in the Democratic Republic of Congo (DRC), Kenya and China.

Jamaica is now charging a $35 US departure tax for all air passengers.

Uzbekistan British FCO cautions when travelling with medicines; you can be detained on arrival if you’re in possession of certain medicines, including codeine; you should always carry a doctor’s prescription with you.

France – the Air France pilots’ union announced a work stoppage for 11-14 June, coinciding with the first week of the Euro 2016 soccer championship. The strike has been planned in protest over pay disputes, and the union has stated that it may observe further strikes. Further details are likely to emerge, as the situation is developing.

Yemen On 28MAY, approximately 20 gunmen stormed Aden International Airport (OYAA/ADE). A 90-minute gunfight followed the attack, during which one civilian was killed by a stray bullet. Authorities regained control of the situation and detained the gunmen’s suspected leader.

Nepal A nationwide general strike is planned on Thursday 09JUN2016 across the county. Protest can occur at short notice anywhere. Stay cautious and stay away from these areas.

View the full International Bulletin 08JUN2016

There have been several media reports this week that China is preparing to set up a new ADIZ in the South China Sea. So far, nothing concrete is in place, but similar reports in 2013 were swiftly followed by the establishment of an ADIZ in the East China Sea. That ADIZ is still in place.

We published this analysis in 2013:

ANALYSIS The announcement of the new ADIZ has a political background relating to China’s broader assertment of sovereignty over offshore islands. The impact on daily operations for operators flying through the ADIZ is minimal, and the unilateral advice from the Foreign Affairs departments of countries responding to the announcement is to comply with the request for FPL’s to be copied to the AFTN addresses in the NOTAMs. It is important to stress that ADIZ does not represent extensions of a nation’s airspace, and as such a nation doesn’t exercise exclusive claims over the area. A nation enforcing an ADIZ thus does not have the right to force airplanes to change course or to refute access to the ADIZ – unless, under the international convention of national self defense – the airplane, for example, is determined to harbor hostile intent and presents an imminent threat to the nation. When an airplane declines to follow with the protocols set for an ADIZ, and is assessed to not be a threat, the most the nation administering the ADIZ can do typically is to track it – which may include scrambling jets if it so deems.

The same analysis remains current, and would do if the new South China Sea ADIZ goes ahead.

The “2013” ADIZ

For the 2013 ADIZ, these details still apply: For any operator planning a flight through the ADIZ, the advice is to plan a normal flight, as per previous operating rules, and copy the flight pan to the AFTN addresses ZBBBZGZX and ZSACZQZX. This new ADIZ impacts 4 FIRs (RKRR, ZSHA, RCAA, RJJJ). There is no requirement for an overflight permit from China unless operating in Chinese Sovereign Airspace.

This report from the Asia Times in March 2016, again on the East China Sea ADIZ , points out that:

“China may be seeking to advance its position in the East China Sea over the long term after a short spike in tension, leaving a new status quo with the East China Sea ADIZ in place. China would acquire strategic advantage by asserting a maximalist position, then seeming to back down, while preserving some incremental gain — akin to a ‘ratchet’ effect. According to this theory,  China would project a calm image and justify the East China Sea ADIZ as a ‘reasonable’ step to which foreign nations should not object. If there is an accident, crisis, or loss of life, Beijing could then blame Tokyo, Seoul, Taipei, or Washington.”

With the events surrounding the shootdown of MAS17, risk assessment of potentially unsafe airspace has given far greater weighting to the situation on the ground. Access to reliable information to determine the ever-changing risk level, is by nature of it’s inherent uncertainty, challenging.

Today we published International Ops Notice 02/16 – “Unsafe Airspace”.

Three levels of airspace risk are used in our assessment.

• LEVEL 1. Moderate risk – No Fly
• LEVEL 2. Assessed risk
• LEVEL 3. Caution

The countries that issue the most relevant updates for unsafe airspace are:  The US (FAA) – through FDC Notams and SFARs, the UK (NATS) – AIP and Notam, Germany (DFS) – Notam, France (DGAC)- AIC. In general, the Civil Aviation Authorities of the countries whose airspace is determined to be unsafe are unlikely to issue reliable guidance.

Five countries are currently included in the LEVEL 1 – Moderate Risk category: Libya, Syria, Iraq, Somalia, and Yemen.

The basis for inclusion is the highly unstable current events on the ground, and in all cases the ground factions having access to RPG’s, Surface-Air missiles. We strongly recommend avoiding this airspace entirely. All countries have multiple warnings, and your country of registry is likely to have issued specific instructions not to penetrate these airspaces.

Download the full notice.

References:

• Flight Service Bureau Notice 02/16

EASA Updates ‘Suspect Aircraft’ Guidelines 01JUN EASA has published new guidelines for inspectors to assess which aircraft should be prioritised for SAFA ramp checks in Europe and SAFA compliant states. Read the article.

8th French ATC strike this weekend 01JUN Notification has been given by French ATC Unions of a Three Day Strike this coming weekend from Friday-Monday, starting at 0400Z Friday 03JUN. Read the article.

ZZZZ/China The new 144 hour visa-free rule is extended to Nanjing Lukou Airport of Jiangsu, Hangzhou Xiaoshan Airport of Zhejiang, and all air, sea and railway ports of Shanghai, including Pudong Airport, Hongqiao Airport, Shanghai Port International Cruise Terminal, Wusong Passenger Transport Center and all railway stations in Shanghai.

CYMM/Fort McMurray is scheduled to reopen 10JUN to regular commercial operations. The airport has been closed to normal traffic due to a significant forest fire.

MMAA/Acapulco after an outage lasting several years the ILS for RWY 10/28 is operational again.

KSEA/Seattle has runway 16C/34C closed until 27JUN for repairs. ATC initiatives possible through the construction.

EINN/Shannon and EICK/Cork will be testing a new “Remote Tower” system from 06JUN until September, where at quieter times the controller in Dublin will provide the ATC service to flights at Shannon and Cork. The IAA says airspace users will not notice the change. We think you might.

LFLL/Lyon will be re-numbering their runway to 17/35 from 18/36 in September.

VOTP/Tirupati will begin International operations beginning the end of June with flights to the U.S. The airport had recently upgraded their customs systems and other procedures.

LZZZ/Mediterranean Despite some reports, NATO operations in Libya appear unlikely. There are several new airspace NOTAMs, but is anyone still flying to Libya?

LFZZ/France due to ongoing protests at french oil refineries and fuel shortages the French CAA has advised to tanker in as much fuel as possible to help mitigate any issues. Please check with local handlers for any specific fuel constraints.

SPZZ/Ecuador Volcano Sangay is producing ash that extends up to 20,000 feet. Movement is towards the west at 10 knots. Please check with the Washington VAAC for the latest advisories.

LLBG/Tel Aviv, Israel On 26-27MAY strike action in the form of a work go-slow took place.The slowdown has primarily affected outgoing flights by increasing the time between takeoffs, but it has been reported that if the slowdown continues it will begin to affect incoming flights.

NVZZ/Vanuatu 27MAY a 5.0 magnitude earthquake struck west of Vanuatu. The quake was centered approximately 60 mi/95 km northwest of Port Vila and was measured at a depth of about 6 mi/10 km. No tsunami warning has been issued.

DAZZ/Algeria At 0054 local time (2354 UTC) on 28MAY, a magnitude 5.2 earthquake struck approximately 35 mi/55 km southeast of Algiers, the capital of Algeria. The epicenter of the earthquake registered a depth of approximately 7 mi/ 12 km. Following the quake, there were no reports of injuries or damage.

FNZZ/Angola A yellow fever outbreak has caused 301 deaths so far this year. The number of suspected cases is 2,536. The outbreak began in Luanda and has since spread to areas throughout the country, particularly along the coast and in the central regions, despite a large-scale vaccination program.

VDPP/Cambodia Political tensions are high in Cambodia following contested national elections in 2013. Arrest warrants have been issued for the leaders of the opposition CNRP party and the situation is unpredictable. On 30 May police blocked roads in southern Phnom Penh to prevent opposition CNRP supporters from carrying out a planned protest march. Further disruption is possible if the remaining leader is arrested. The opposition party has announced it will hold mass, non-violent, demonstrations and a number of unions have said they will strike in support.

LFZZ/France Despite recent strikes, the French government has stated it will not back down from labor reforms despite street protests and refinery blockades. The CGT Union has threatened to disrupt the upcoming Euro 2016 soccer tournament if the government does not back down; however, after meeting with representatives of the oil industry, government officials stated that the situation at fuel depots is improving.

Ramadan starts on 06JUN, for one month. If you are operating to any Islamic countries, expect the usual slowdown in work, longer processing times for permits, and closures.

OEZZ/Saudi FIR Saudi Arabia has intercepted a ballistic missile that was fired from Yemen, after which Saudi aircraft bombarded the missile’s platform. A Saudi official stated that the country may reconsider the kingdom’s truce with Yemen, as a result of the strike. The missile launch was the second strike in May.

RCZZ/Taiwan On 31MAY, a 6.1 magnitude earthquake struck approximately 70 mi/115 km northeast of Taipei. The quake was measured at a depth of about 150 mi/240 km. There were no reports of damage, and no tsunami warning was issued.

UKZZ/Ukraine On 29MAY, attacks by pro-Russian rebels in eastern Ukraine, violating the ceasefire signed in February 2015, killed five Ukrainian military officers and wounded four others. The latest attacks follow a 24 May report released by Ukrainian authorities, stating seven soldiers were killed on that day, making it the deadliest day for Ukrainian forces since August last year.

KZZZ/USA The State Dept has issued a warning to arriving travellers this summer to make sure that they have all necessary documents to enter the United States – there have been multiple changes to the rules this year (see Active Bulletins below for more on this).

View the full International Bulletin 01JUN2016

Notification has been given by French ATC Unions of a Three Day Strike this coming weekend from Friday-Monday, starting at 0400Z Friday 03JUN. This is Strike number 8 this year, and if it goes ahead, promises to be a disruptive one.

As with all previous strikes, reroutes if you are overflying will be important.

Highlights:

Reroutes via Tunisia, Algeria

Tunisia and Algeria regularly open up their airspace to reroutes during French ATC action – and will likely do so again for this strike.

• Tunisia (DTTC FIR): Overflight permit is required (AFTN direct DTTVYAYX)
• Algeria (DAAA FIR): Overflight permit not required during this strike but copy FPL to DAAAZQZX and DTTCZQZX

Reroutes via Shanwick Airspace

Read our earlier post on this: https://ops.group/blog/the-three-sisters-shanwicks-tango-routes/

Yes. We’ve got a fresh set of common International Operations questions, together with their answers and references  Test yourself, use as part of your next refresher training, or forward to a colleague.

Thanks to our OpsGroup member Guy Gribble for these; Guy is an international airline pilot and runs a training organization called International Flight Resources – read more at the end of the questions about what he does.

20 Questions – INTERNATIONAL OPERATIONS

1. What is the term ‘IFBP’, and where you might use it?

This is sometime referred to as an “IATA broadcast”. This is a specially formatted position report to enhance situational awareness in remote areas with poor ATC coverage. It is specifically recommended to be used in specific areas of Central Africa:

A) On 126.9.
B) When operating off airways.
C) For flight level changes only.
D) Throughout most of the continent, as a backup to ATC, and as an awareness tool for other aircraft. Broadcasts should be made in the format published on the Jeppesen Africa High/Low Enroute 1 / 2   en-route chart.

In-Flight Broadcast Procedures, IFBP can be found here, and Traffic Inflight Broadcast Area, TIBA can be found in Annex 11, Attachment B.

2.  Is it possible to receive a North Atlantic oceanic crossing clearance via data link if sitting on the ground at an airport close to the oceanic boundary?

Yes. If less than 45mins to the OEP, request datalink (RCL) clearance 10mins prior to engine start-up.
NAT Document #007, Paragraph 5.1NAT Operational Bulletin, #2010-008        

3. When are passengers entering the United States on a Private/Part 91 flight required to have a visa?

US Citizens do not require a visa. Non-US citizens require a visa if they are not a citizen of a country that the US permits a waiver from. The Visa Waiver Program (VWP) is administered by DHS and enables eligible citizens or nationals of designated countries to travel to the United States for tourism or business for stays of 90 days or less without first obtaining a visa. Examples of VWP approved countries are: Australia, Belgium, Chile, Denmark, Japan, Germany and the United Kingdom. Note that the Aircraft Operator must also be approved under the VWP.

http://www.cbp.gov/travel/international-visitors/frequently-asked-questions-about-visa-waiver-program-vwp-and-electronic-system-travel

4. I got a TCAS/ACAS Resolution Advisory on my last trip in the US. Do I have any reporting requirements?

Yes – if there was a substantial risk of collision. In 2010 the NTSB implemented additional reporting requirements. If an RA was received when an aircraft was being operated on an IFR flight plan, and compliance with the advisory is necessary to avert a substantial risk of collision between two or more aircraft – then a report to the NTSB is required.

NTSB 830.5 (10).

5. What defines a Gross Navigation Error (GNE)?

Lateral errors of 25 nautical miles or more from the aircraft’s cleared route. Note: The North Atlantic Systems Planning Group (NAT SPG), in its Conclusion 48/21 of 06/12, reclassified a GNE as a “lateral deviation from a cleared track by 10 Nautical miles (nm) or more.” The FAA is examining this new ICAO NAT Region definition for possible adoption.

FAA Order 8900.1 Volume 7, Chapter 3, Paragraph 7-81

6. Short of calling a service provider how do you determine which countries require an Overflight Permit?

Research the AIP’s from the overflown countries.

Search inside the “General” section, “National Regulations” and find the paragraphs titled “Entry, Transit and Departure…” Jeppesen provides excerpts from these documents in the “Entry Requirements” section.

7. I saw information that Russian ATC now has to speak “English Only” at all of their airports. Is this a fact?

Not quite. All international airports in Russia will pass information in Russian or English. The requirements for knowledge of the spoken English language will have to confirm the fourth level according to the ICAO scale. Six steps is the maximum. 

Russia Federation AIP, Enroute ENR 1.7, Paragraph 6.1.3

8. Is there an HF frequency designated as “Guard” internationally (121.5 equivalent)?

Yes – 2182 and 4125, State the frequency in use, callsign, nature of distress/urgency, intentions of PIC, present position, altitude, heading

Annex 12, Chapter 2, Paragraph 2.6.5 “Note”, AC 91-70a, Chapter 3, Paragraph 3.4c, 3-10

9. Explain why you would expect a time-delay when transmitting position reports and requesting clearances from oceanic communications facilities.

It is important that pilots appreciate that routine air/ground ATS Voice communications in the NAT Region are conducted via aeroradio stations staffed by communicators who have no executive ATC authority. Messages are relayed by the ground station to/from the air traffic controllers in the relevant OAC.

NAT Document #007, Chapter 6, Paragraph 6.1 and AC 91-70A, Paragraph 9-3b, 14-3d

10. I have an aircraft heading to Australia in 2 days; our handler just informed us that we needed to have bug spray can with serial number on board.  Where I can get this?

Disinsection procedure with 2% Permethrin and 2% d-Phenothrin aerosols are used with this process. Top of Descent has not been approved by the FDA/FAA for use or sale in the USA. The claim it is not safe for flight attendants. It comes from Sydney. Most of the Hawaiian FBO’s carry a good supply. Most operators opt for the “Pre-Embarkation and Top-of-Descent”

With approval from the Australian government on operator may conduct “On-Arrival” disnsection procedures. You do not have to empty the bottle. Spray rates are based on the cabin/cargo hold size. For example: A Challenger 605 only requires 15sec spray duration.

Full details can be found at: http://www.daff.gov.au/biosecurity/avm/aircraft/guidelines-operators

11. We all dislike ramp checks, but what kind of stats can be gleaned from the SAFA program in EASA?

The stats below are taken from the latest summary from the EASA folks. SAFA program has been in-place since 1996. A new “force” behind the program is Implementing Regulation, Authority for Air Operations (ARO)-Ramp. This went active 27OCT14 and applies to EU countries (ECAC has also signed on).

• 2012 had just over 11,000 inspections performed, over twice as many as 2005.
• Most frequent private operator’s country of registration inspected was USA, Isle-of-Man, Germany
• Frequency of inspections is almost evenly split between EU and Non-EU countries. Largest number of SAFA locations were France (71), Italy (34), UK (31) and Germany (30)
• On average, 40 of the 54 possible items were inspected each time with 46% of the findings labeled “Significant”
• “Significant” findings are reported to the operator and the registered CAA. These will also require “Corrective action” prior to flight Latin American/Carib operators had the most number of findings, USA and African operators were tied for second place
• Largest percentage of operators inspected, Germany (7.0%), Russian Federation and UK (6.8%), Turkey (4.9%) and USA (4.5%). France was 2.2%

12. When should a revised ETA be passed to ATC?

Position estimate time error of 3minutes or greater. Occurs when an aircraft’s reported actual time of arrival, ATA is 3 minutes or more before/after the estimated time of arrival, ETA.

NAT Doc#007 Paragraphs 5.1.7, 11.7.14. FAA ORDER 7110.82D, AC 91-70A Appendix 2, Page 8

13. Which Oceanic Control Agencies in the NAT Region have the ability to pass the crossing clearance via datalink ?

Via FANS/1A: New York OCA. Via ACARS/AFIS: Gander OCA, Shanwick OCA, Santa Maria OCA, Reykjavik OCA

NAT Document #007, Chapter 5, Paragraph 5.1.4 NAT Operations Bulletins #5,#6,#8 

14. Is specific training required to be conducted in the area of Foreign ATC terminology and verbiage?

No. Recommended reading on this subject:

Annex 10, Volume 2, Chapter 5,  ICAO Document #9432, UK’s CAP 413 and the FAA’s Pilot/Controller Glossary

15. What is the term “SLOP” and the procedure for applying it?

Strategic Lateral Offset Procedure. Aircraft can fly in automatic tracking mode 1 or 2 NM to the right of centerline of the cleared course. Position reports are given as if you are crossing the actual waypoint. When entering and exiting oceanic airspace you must cross the actual waypoint. In 2014 ICAO and the FAA have begun studying SLOP, offsets in tenths of a nautical mile up to a maximum of 0.5 NM.  This is being considered where the lateral separation minima or spacing between route centerline is 6 NM or more and less than 30 NM.

ICAO Doc#4444, Chapter 16, Paragraph 16.5. NAT Doc#007, Paragraph 8.5. NOTAMS Domestic/International Part 3, Section 2, AC 91-70A, Paragraph 3-9 and Appendix 2, Page 8, FAA NAT Reference Guide, Page 5, FAA PAC Reference Guide, Page #6   

16. What navigation problems do I need to know about when operating at an airport such as CYRB/Resolute Bay, or BGTL/Thule Air Base/Pituffik?

Besides the extreme cold temps, ground based navigation facilities are reference to True North instead of Magnetic North. Aircraft FMC and Navigation displays will need to be re-configured to allow for IFR operations. This may be an automatic function or require manual selection. Individual AFM’s will contain the details. This is also correct for the Canadian Northern Domestic Airspace.

Canadian AIM Rules of the Air and Air Traffic Services Section 2.0 Para.  2.2.1 “Canadian Domestic Airspace”

17. If executing published contingency procedures in NAT airspace is it necessary to submit an Assigned Altitude Deviation Report?

Yes. Anytime you deviate from your altitude clearance including TCAS/ACAS, turbulence or contingency events 300ft or more an Altitude Deviation Report Form should be filed.

This form is found in NAT Document #007, Attachment 2   

18. If SELCAL isn’t functioning in Oceanic/Remote airspace, can I continue the flight?

Yes, SELCAL meets the “Continuous listening watch” requirement of 14 CFR 91.511. If SELCAL is inoperative one of the pilots must listen on the appropriate enroute frequency for calls.

Annex 6, Part 2, Paragraphs 2.5.1 and 3.7.1

19. In Europe, what is a “Maintenance Release” and how do I get one for an FAA Part 91 Operation?

Very basically, the European inspectors are looking for an entry in an aircraft maintenance logbook (Technical Log) that reads something like, “Return to Service in Accordance with 14 CFR § 43.9. I certify that the work specified; except as otherwise specified, was carried out in accordance with FAA airworthiness regulations, and in respect to that work the aircraft is considered ready for release to service. Signed XXXXX AP#XXXXXX” The sub clause “except as otherwise specified” is intended for use with two types of deviations:

(1) The case where all required maintenance was not carried out. In this case, list the maintenance not carried out on the 14 CFR § 43.9 Return to Service and/or attachments.

(2) The case where the particular maintenance requirement was only EASA-approved and not FAA-approved. Example: an EASA Airworthiness Directive not approved by the FAA.

 NOTE: In the case of maintenance carried out by a U.S.-based EASA Part-145 approved organization subject to the EASA/FAA agreement, EASA only recognizes the dual release FAA Form 8130-3 for component, engine, or propeller maintenance.

14 CFR 43.9, 43.11 and EASA 145.A.50, Rulemaking Interpretation # 13D51397 “Maintenance release of aircraft not covered by the Basic Regulation” and Annex 6, Part 1, Paragraph 8.8 and 8.4.1

20. I thought that with ADS-C the aircraft was sending position reports to a ground station (once logged on), Why do I have to make HF radio calls?

It depends on the OCA’s monitoring needs. If they state “Voice reports not required” then do not make routine voice reports. HF radios would be used to voice report position, maintain a back up to CPDLC. SELCAL would also have to be checked for functionality.

Global Operational Data Link Document (GOLD), 2nd Edition Chapter 5, Paragraph 5.6.3, NAT Document 007 Paragraph 6.1.22. 

With sincere thanks to International Flight Resources. They are a pilot focused training provider emphasizing International Operations and Human Factors training with on-line and in-person training options. If you’d find a cost estimate, standard rate sheet and course outline useful, visit their website at www.InternationalFlightResources.com or email admin@InternationalFlightResources.com

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01JUN: EASA have published new guidelines for inspectors to assess which aircraft should be prioritised for SAFA ramp checks in Europe and SAFA compliant states. ARO.RAMP.100(b) in the Part-ARO contains the updated list of aircraft that will be selected for priority checking:

(a) (when EASA receive) information regarding poor maintenance of, or obvious damage or defects to an aircraft;

(b) reports that an aircraft has performed abnormal manoeuvres that give rise to serious safety concerns in the airspace of a Member State;

(c) a previous ramp inspection that has revealed deficiencies indicating that the aircraft does not comply with the applicable requirements and where the competent authority suspects that these deficiencies have not been corrected;

(d) previous lists, referred to in ARO.RAMP.105, indicating that the operator or the State of the operator has been suspected of non-compliance;

(e) evidence that the State in which an aircraft is registered is not exercising proper safety oversight; or

(f) concerns about the operator of the aircraft that have arisen from occurrence reporting information and non-compliance recorded in a ramp inspection report on any other aircraft used by that operator;

(g) information received from EASA Third-Country Operator (TCO) monitoring activities;

(h) any relevant information collected pursuant to ARO.RAMP.110. (“whistleblowers”)

The revised Part-ARO, issued in May 2016, contains a large number of revisions and operators should take a close look at the changes.

For a general guide to SAFA Ramp Checks, have a look at our other article: Avoiding the Pain of a Ramp Check.

References:

• Part ARO – Issue 3.2

Cairo airspace – GPS jamming 25MAY Egypt notified operators yesterday that GPS jamming is a concern to HECA/Cairo arrivals and overflights, and warned against conducting RNP/RNAV arrivals or approaches. Read the article.

Australia: new RNP rules (again) 25MAY A last minute relaxation by CASA has exempted Foreign private operators from having to be RNP2 compliant, ahead of many Navaids being switched off on Thursday. Foreign Commercial operators have a two year window to comply. Read the article.

LFZZ/France A French national strike is being called for on 26MAY by the DNSA. French Strike Regulation plan will be applied from 26/0400 UTC to 27/0400 UTC. Monitor NOP.

NTAA/Tahiti may not have fuel available from 25-28MAY due to strike action.

KZMA/Miami FIR A Falcon 9 rocket is set for launch from Cape Canaveral on 26MAY, a 2-hour launch window opens at 2140Z. 27MAY is the back-up day for the launch. Check KZMA/KZJX FIR NOTAM’s for restrictions.

VECF/Kolkata has updated SATCOM and local phone numbers: Kolkata Oceanic is at 441921 or 00870762092876 and Area Control is at 441902 or 00913325119520. The Satcom numbers are routed through the public telephone system.

EBLG/Liege Not available from 1530-2000 due to Staffing issues (which may recur later in the week).

MZZZ/Mexico A new law in Mexico expands the business, tourist and transit visa exemption for up to 180 days to visa nationals with a Canadian, Japanese, Schengen or UK visa, effective immediately, and to visa nationals who are permanent residents of Chile, Colombia or Peru effective July 1. APEC Business Travel Card (ABTC) holders, certain airplane crew members remain eligible for this exemption.

MROC/San Jose On 21MAY Mount Turrialba erupted. The volcano is located approximately 30NM west of MROC. Some flights were cancelled in response to the eruption. Please monitor the Washington VAAC for further advisories.

EZZZ/Europe Eurocontrol has confirmed the date of 01JAN18 for all aircraft to be 8.33 kHz compliant. Currently 8.33 kHz is required only above FL195 but as of 01JAN18 it will be required below FL195 to the surface. Europe has an ongoing shortage of voice communication frequencies.

KZZZ/USA The U.S. Department of Transport has banned e-cigarettes from checked airline baggage over fire risks. This includes both passengers and flight crew.

USHH/Khanty-Mansiysk is closed until 30MAY at 1500Z due to the runway being repaired.

FACA/Cape Town FIR CPDLC/ADS-C is not available until 31MAY.

LLLL/Tel Aviv FIR has updated their security procedures for entering the the LLLL FIR. Please see AIC 2/16.

VGEG/Chittagong Flight operations at Chittagong airport have resumed after suspension due to cyclone Roanu.

OPZZ/Pakistan has issued AIC 03/16 covering NAVAID outages due to scheduled maintenance until June.

NZQN/Queenstown New Zealands most challenging airport is now open for night traffic but only for airlines that meet CAA approval to operate to very specific RNP procedures. The first are Air New Zealand and Jetstar.

View the full International Bulletin 25MAY2016

The implementation day for Australia switching off Navaids remains the same: 26MAY2016, but the GPS requirements are relaxed – a little – especially for foreign private operators.

If you’re Australia based:

• You’ll have seen this coming and will already be RNP1/2 compliant. CASA has no exceptions.

If you’re a Foreign Operator and have RNP1/2:

• After 26MAY2016, if you’re RNP1/2 compliant, put it in the Flight Plan (read on), and that’s about it.

If you’re a Foreign Operator and you don’t have RNP1/2:

• Australia has a Two Year Transition for Foreign Operators after 26MAY
• An “Acceptable Means of Compliance” is contained in CASA EX06/16
• Notify CASA in advance using Form “Notification to operate aircraft on RNP 2 routes and/or RNP 1 procedures using GNSS based RNAV 1 & RNAV 2”
• If you are a non-commercial operator – ie. operating a Private flight, then compliance is not mandatory. According to CASA, through a release to IBAC, “Only commercial operators that can comply with the requirements and want RNP 1 and RNP 2 traffic services are required to apply for an exemption. “

Flight Planning:

• If you have RNP2 – put GRZ in Field 10a and NAV/RNP2 in Field 18.
• If you don’t, then you must operate according to Australia’s “Acceptable Means of Compliance” and put RMK/CASA RNP AMC in Field 18.
• If you don’t, and you’re a private operator, probably worth a RMK/NEG RNP PVT FLT or similar.
• Keep an eye on the charts – a bunch of new 5 letter waypoints are coming, to replace the VOR’s and NDB’s being switched off.

Reference:

• CASA General Guidance on transition

Unfortunately, we don’t fly with three in the cockpit anymore – or even four. The navigators job falls squarely onto the front two seats. Over one weekend in April there was one Gross Navigation Error, and two close calls reported on the North Atlantic.

April 22nd (Friday)
Democratic Republic of the Congo Boeing 727 100 (9QCDC/DRC001) from Santa Maria Island, Azores (LPAZ) to St. John’s NL (CYYT)
At 1235Z, Observed on radar to be over position 4720N 4745W, which was approximately 60 miles north of the cleared route 45N 45W – 47N 50W. The crew reported correctly while in oceanic airspace. The flight was cleared direct to YYT and landed without incident at CYYT. There was no traffic, and no other impact to operations.

April 24th (Sunday)
Neos Airline Boeing 767-300 (INDDL/NOS730) from Ferno, Italy (LIMC) to Havana, Cuba (MUHA)
Cleared via 49N030W 48N040W 45N050W. At 30W, the flight reported 48N040W 44N050W. The aircraft recleared to 45N050W prior to proceeding off course.

Apr 25th (Monday)
Transportes Aereos Portugueses Airbus A330-202 (CSTOO/TAP203) from Lisbon, Portugal (LPPT) to Newark, NJ (KEWR)
Cleared 46N030W 46N040W 45N050W. The aircraft reported proceeding via 46N030W 46N040W 44N050W, as per the original flight plan. The aircraft was recleared via 45N050W prior to proceeding off course.

Did you notice how hard it was to find the error in the above two examples?

Gross Navigation Errors are a really interesting topic, and relevant not just on the North Atlantic but in any Oceanic or Remote airspace where ATC cannot monitor the aircraft tracking.

What defines a GNE? Normally, 25nm: That is, when on “own navigation” the aircraft departs the cleared route by more than 25nm. The NAT Central Monitoring Agency (CMA) now defines a Gross Navigation Error as 10nm instead of 25nm.

Annually, the biggest offenders in order of “market share” are: 1. Corporate/Private, 2. Military/State 3. Civil airlines.

How to Avoid a GNE?
(aka How to avoid a Nastygram from the Authorities):

In general, when operating outside of ATC Radar coverage in any airspace:

• Crews: Don’t have more than one paper copy of the Flight Plan in the cockpit. Mark the active one “Master Document”. Hide any other copies where you won’t find them.
• Ops: If you send a new Flight Plan to the crew, tell them what the changes are – especially if you’ve filed a different route in Oceanic or Remote Airspace.
• Fly the Clearance, not the Filed Plan. This is the biggest gotcha. As soon as you reach the Oceanic Entry Point, or leave radar airspace – refer only to the most recent Clearance from ATC. The filed plan is a request only – sounds obvious, but most GNE’s occur because the crew fly the filed plan although there was a reroute.
• Be aware of the ‘ARINC424 problem’: In the aircraft FMS, and map display, the current common waypoint format is 5230N for position 52N030W (as prescribed by ARINC 424). To show position 5230N030W – ARINC 424 offers a format N5230. The potential for confusion is clear. ICAO, in NAT Ops Bulletin 3/15, have recommended that operators use the format H5230, if a five-letter FMS format waypoint is required. In addition pilots are recommended to cross check any waypoints that don’t have a ‘name’.
• Use a plotting chart – it’s mandatory. You don’t have to use ours, but use one.
• Use an Oceanic/Remote Area Checklist (sample link below).

And specifically on the Atlantic:

• Read the advice on the Daily Track Message – waypoint cross check, Fly the Clearance (and be sure it is the clearance!)
• Know the weather deviation procedures: Even with the new “Half Tracks”, there are no changes to the in flight contingency procedures and weather deviation procedures as detailed in PANS ATM Doc444 Para15.2 & 15.2.3.

Here’s some links and resources that we think are really useful:

• Sample Oceanic Paperwork 
• Oceanic Checklist
• Oceanic Plotting Chart
• ICAO: Gross Navigation Errors: NAT Ops Bulletin 02/2014

For regular notices and content like the above, consider joining OPSGROUP.

Egypt notified airlines yesterday that GPS jamming is a concern to arrivals and overflights, and warned against conducting RNP/RNAV arrivals or approaches.

The jamming was announced on 24MAY, and is centred on Cairo Airport; the source is unknown.

Similar GPS jamming was conducted, at state level in that case, by North Korea last month, from five locations along the border with the South. South Korea, along with other Civil Aviation Authorities, are looking at an eLORAN based alternative as a backup.

Operators planning flights through the Cairo FIR should monitor NOTAMs for latest.

Brazil Airspace changes for Olympics 18MAY A number of airspace changes, and specific procedures for aircrew and ATC, have been created for Brazil in advance of the 2016 Olympic Games, which start on 05AUG. Read the article.

Increase in Fake Nav Charges 18MAY We’ve seen an increasing variety of bogus emails, that at first glance look like they are from Eurocontrol – but aren’t. It’s a concern: instead of sending your Nav Fees payment to Eurocontrol, you’ve actually sent it to a suburb of Lagos. Read the article.

LFZZ/France A French national call to strike is planned for 19MAY. Several public service unions have echoed this call, including USAC-CGT for the DGAC. Please check the NOP Portal for the latest advisories.

BIKF/Keflavik Closures here and in BIRD/Reykjavik Oceanic airspace continue due to ATC Industrial action. Plan all flights to or within Icelandic airspace with caution. Iceland strike continues … Read Full Article.

UIBB/Bratsk has multiple new restrictions of ATC hours, RFF categories, and availability as alternate. Check A1923.

PLCH/Christmas Island will not supply JetA1 to non-scheduled flights, shortage until 26MAY. Landing permits are now required at least three days prior, and can be obtained via email at cal02@mcttd.gov.ki.

EGLL/London Heathrow will have an emergency exercise on 21MAY. If you see smoke or fire, it’s most likely from there.

N90/New York Airports The FAA has withdrawn its proposed slot program which was extremely restrictive to non-scheduled operators. The FAA is withdrawing the NPRM to allow for further evaluation of these changes.

KZZZ/United States the FAA has updated it’s list of Critical DME’s. When these critical DME’s are not available, it results in navigation service which is not sufficient for DME/DME/IRU operations along all or portions of a specific route or procedure. This is mainly an issue for Non-GPS equipped aircraft.

CYUL/Montreal has added a new International wing to the terminal as of 12MAY. The 65,620-square-foot expansion includes 8,611 square feet of additional retail space and six new boarding gates.

SOOO/Cayenne FIR issued NOTAM A0141/16 advising that the due to the SOCA CPDLC system trail, datalink connection may be lost. If unable to communicate by CPDLC then they advise to contact SOOO or SOCA VIA normal HF frequencies until 24JUN.

North Atlantic The London Met Office has issued it’s North Atlantic tropical storm seasonal forecast for 2016.

EZZZ/Europe an annual large scale military exercise called “NATO Tiger Meet 2016” will be held from 16MAY to 27MAY in Spain. NOTAMs LE D1109/16 and D1272/16 have been issued along with a map detailing the area.

LOWW/Vienna has introduced 2 new RNP(AR) approaches RNAV (RNP) N RWY 16 and RNAV (RNP) E RWY 16. The Austrian AIS has issued AIC A 5/16 covering the additions.

LKPR/Prague officials stated that they are working to assess the security at LKPR as they begin to implement the government’s security recommendations. The measures, including face recognition technology, should be fully introduced within 12 to 18 months. Security has increased in response to the attacks in Brussels. Heavily armed soldiers continue to patrol LKPR.

Arabian Peninsula on 11MAY the Centre for Disease Control CDC issued an Alert Level 2 for MERS in the Arabian Peninsula.

NZZC/Christchurch FIR has issued NOTAM B2740/16 advising of recent activity for Volcano Mount Ruapehu. No current eruption but concern for increased likelihood of eruption exists.

FHSH/St. Helena has received its certification to begin commercial flight operations. An 1850 meter runway, a 3500 sq m airport terminal and other associated infrastructure, such as access roads, bulk fuel installations, water supplies and aerodrome ground lighting have been installed and are ready for operational use. However – concerns remain about windshear which is currently delaying acceptance of traffic.

HKZZ/Kenya The U.S filed an advisory with IATA stating that Kenyan airspace is unsafe due to a possibility of extremist or militant activity within Kenyan airspace as Al Shabaab has demonstrated the capability and intent to conduct terrorist attacks in Kenya targeting, among others, US/Western interests including aviation interests.

EGPX/Scottish Scottish Control is changing to a new ATC system this week: expect airspace restrictions. ATC advises a fundamental level of change in the method of operation within Scottish Upper Airspace will result. There is no change to the Oceanic Operation, and Domestic CPDLC will be available at all times from 17MAY.

CYMM/Fort McMurray, Canada remains closed due to Forest Fires; only emergency and evacuation flights are allowed.

EHZZ/Amsterdam FIR The Netherlands has revised procedures for obtaining Special Permission for overflying or landing aircraft on delivery, ferry flights, or other circumstances where a normal Certificate of Airworthiness is not in place. Read the article. Questions should be directed to our ferry team at service@fsbureau.org.

View the full International Bulletin 18MAY2016

A number of airspace changes, and specific procedures for aircrew and ATC, have been created for Brazil in advance of the 2016 Olympic Games, which start on 05AUG.

Big chunks of prohibited and restricted airspace will take effect in BELO HORIZONTE, BRASÍLIA, MANAUS, RIO DE JANEIRO, SALVADOR, and SÃO PAULO – the focus cities for the games.

The current instrument departure and arrival procedures are not going to be suspended and/or canceled, despite the restrictions imposed by the activation of these areas.

Special departure and arrival procedures have been designed for SBSP, SBGR, SBGL, and SBRJ.

Airports affected will be slot controlled for the Olympics from 19JUL until 23SEP –  these are SBBH, SBBR, SBCF, SBGL, SBGR, SBKP, SBRJ, and SBSP. Slots can be arranged directly by operators at the CGNA homepage.

That’s the skinny. If you need the full details, read the 122 page AIC 07/16.

For many countries, if an aircraft is operating normally, no Overflight or Landing permit is required. Sometimes, however, the aircraft will not meet full airworthiness requirements but is still safe to fly.

New deliveries, ferry flights to a new operator, maintenance flights, or positioning to storage, may all have special circumstances that normally result in the aircraft operating with a Special Airworthiness Certificate.

Special Airworthiness Certificates

The most common type of Special Airworthiness Certificate is a regular Ferry Permit. The FAA call this a ‘Special Flight permit’, EASA’s term is a ‘Permit to Fly’. It is issued by the Country of registration and allows an aircraft to be flown on a specific route and date, eg. for delivery, maintenance, transfer of ownership.

Other types of Special Airworthiness Certificate categories are Restricted (eg. modified special purposeaircraft like NASA’s 747SP with a telescope, or Pratt & Whitney’s 747 engine testbed), Experimental (like the Lockheed Martin X-55.

Special Permit (Flight Authorisation)

Every aircraft operating on a Special Airworthiness Certificate requires a Special Authorisation from each country being overflown or landed in. This is normally requested from the Ministry of Transport for that country, or the technical department of the Civil Aviation Authority. Official processing times are up to 20 days.

Specific to foreign operators flying to or over the USA, the FAA term for this is ‘Special Flight Authorization’.

EU Blacklist – Special Permit

For Operators that are on the current EU Blacklist under Annex A (airlines that are banned from operating in the European Union) and Annex B (airlines that are permitted to operate in the European Union only under specific conditions), a Special Permit can also be obtained to allow flights that are required to operate to the EU for maintenance or other reasons. A separate permit is required from each EU country enroute.

Together with obtaining a Special Permit for each EU country overflown, SAFA must be notified, and the standard Eurocontrol FPL Alarming system must be deactivated for your flight.

Processing Fees

The cost to obtain a Special Permit is different for each country, according to complexity and Civil Aviation and Ministry of Transport charges.

What’s the easiest way to file a request for a Special Permit? 

Many can now be done online through the Flight Service permit tool.

You can also contact service@fsbureau.org for any questions.

The Netherlands has revised procedures for obtaining Special Permission for overflying or landing aircraft on delivery, ferry flights, or other circumstances where a normal Certificate of Airworthiness is not in place.

The government charge for this is €267. Questions should be directed to our ferry team at service@fsbureau.org.

• Document: https://www.ilent.nl/english/Images/ILT%20231%2001%20-%20Application%20national%20permit%20to%20fly_tcm343-374252.pdf
• Further reading: Special Permits and Flight Authorisations.

ST HELENA GOVERNMENT AIRAC AIP SUP S001/2016 23 JUN 2016

FHSH AD 2.20 – LOCAL TRAFFIC REGULATIONS

1. St Helena is strictly PPR. Contact the Aerodrome Administration.
2. Compliance with local aerodrome requirements is mandatory.
3. St Helena is a remote location and classified as a Category C aerodrome. Prior to flight operations, all required members of the flight crew must have received specific training with respect to operations into Category C airports, including the effect of adverse weather conditions, severe turbulence and recovery from windshear conditions.
4. Aircraft operators wishing to use St Helena must take all reasonable measures to ensure crew and aircraft are adequately prepared before planning to fly to the aerodrome, especially the potential for the need to divert.
5. Specific approval from the aircraft operator’s regulator for flights to Category C airports must be in force.
6. A Category C airport briefing for St Helena must be given prior to every flight.
7. In addition to routine MET information/reporting operators’ attention is drawn to the following:

i. Wind generally from the south-easterly direction throughout the year. However, in the locality of the RWY 20 threshold the wind strength and direction can vary rapidly and by great magnitude;

2. Strong wind warnings will be issued when wind at any point of the aerodrome is forecast to have a two minute mean speed of 20 KT or greater, and/or wind gusts equal or greater than 28 KT;
3. Wind Shear warnings will be issued for approaches onto RWY 02 and/or RWY 20 when the two minute mean speed indicated by the touchdown anemometer is forecast to reach a two minute mean speed of 20 KT or greater, and/or the vector difference between the two minute mean surface wind and wind 2000’ above the aerodrome exceeds 40 KT, and/or a THUNDERSTORM or HEAVY SHOWER is within 10 KM of the aerodrome:
4. For landing on RWY 20 a windshear warning will be issued when wind velocities in excess of a two minute mean wind speed value 20kt gusting 35kt are observed;
5. On downwind and final approach to RWY 20 the control tower will provide two minute mean wind values from the northern anemometer tower.

1. Attention should be paid to the WIND DIRECTION indicators located on the West side of the runway, near each touch-down area. These will reflect unexpected and rapid wind changes. Occasionally, they may indicate wind from opposite directions to the velocity provided;
2. When landing on Runway 20 “SEVERE” wind shear and/or turbulence may be experienced below 400 feet above the Runway threshold. Onset is quick with maximum intensity immediate;
3. Strong down- or up- draughts are to be expected near the threshold of Runway 20;
4. When landing on Runway 02 “WEAK” to “MODERATE” wind shear / turbulence may beexperienced on final approach.
5. Wind Information on downwind and final approach, based on two minutes mean windvalues on final approach and touch down. Instantaneous wind read out, crosswind and

   tailwind components will be provided at pilot’s request;

6. A service message will be promulgated whenever winds exceed 15 knots;
7. It is recommended that first time operators carry out an approach in a low drag configuration to assess the weather and windshear conditions on Final Approach to Runway 20 prior to a landing approach;
8. Where feasible, operators should assess the implications of landing with a tailwind component on runway 02 in the event that conditions on approach to runway 20 are too severe for landing;
9. The preferred take-off runway is 20.
10. Operators must obtain a meteorological forecast for the flight prior to take off and,where possible, a briefing from the MET forecaster based at the airport.

8. Long-term or overnight aircraft may require relocation on the apron if scheduled movements are due on the following day.
9. Isolated parking for aircraft with Unlawful Interference is on the taxiway.
10. Pilots are advised to manoeuvre with extreme care when taxiing to the take-off point for Runway 02/20 due to the use of the extended starter strip for the runway, and proximity to the cliff edge.
11. Pilots should be aware of a daily Radiosonde launch from the MET Station at Bottom Woods (approximately 2nm north-west of the aerodrome). The launch is carried out at 11:15 UTC.
12. Caution – cliff dwelling bird activity in the vicinity of the aerodrome.

13. The wearing of high visibility clothing by all employed on the apron including flight crew and attendants is mandatory and is to be fastened up. It is the responsibility of the aircraft captain to ensure passengers are escorted by aircrew or ground staff at all times when on foot in external areas of the aerodrome.
14. Diversion Procedure – Operators are required to have made arrangements for ground handlingpriortoarrival.Nothinginthisprocedureshallhowever,preventanaircraft thathas declared an emergency from landing.
15. It is a requirement that every airline using St Helena must have local orders compatible with St HelenaAirportEmergencyPlan.Aviationoperatorsshouldalsonotethatitis theirresponsibility to recover disabled aircraft and aircraft wreckage. They must have appropriate arrangements in place, and confirmed in writing to St Helena Airport, before commencing flying operations into the aerodrome. St Helena Airport will act as coordinating body throughout the recovery operationandhasonlylimitedequipment whichmaybeusedtoassistintherecoveryof aircraft.
16. Care should be exercised due to the proximity of other aircraft when manoeuvring.
17. RWY 20 is the preferential runway.DEPARTURE CLEARANCE PROCEDURES
18. No SID/STARS, ATC clearance subject Traffic

Reykjavik Oceanic Closure 11MAY Operators planning eastbound flights across the NAT should be aware of a NOTAM issued earlier by Reykjavik Oceanic/Iceland ATC, that essentially asks traffic to avoid the airspace wherever possible, due to further ATC Industrial Action. Read the article.

Australia to turn off Navaids 11MAY On 26MAY, Australia will switch off around 180 different VOR’s, NDB’s, and other ground-based Navaids. All international operators will be required to have GNSS/GPS as primary navigation. Read the article.

CYMM/Fort McMurray, Canada is closed due to Forest Fires; only emergency and evacuation flights are allowed.

EGPX/Scottish Expect delays from 17MAY when controllers change to a new ATC system. ATC advises a fundamental level of change in the method of operation within Scottish Upper Airspace will result. There is no change to the Oceanic Operation, and Domestic CPDLC will be available at all times from 17MAY.

KATL/Atlanta closed one of its three security checkpoints in the domestic terminal for three weeks and will reopen 25MAY. They have added additional security lines to the other 2 checkpoints in hopes of reducing the impact. Plan for extra time if you are heading through ATL in the next few weeks.

LGZZ/Greece An update on 09MAY was issued for the slot allocation Rules and Guidelines for all Greek Coordinated Airports. The updated document can be found at GABA report.

YZZZ/Australia CASA has issued clarification as to who is responsible for Terrain Clearance when ATC instructs an aircraft to “resume own navigation”. Consistent with ICAO standard, while under radar vectors below the MSA, ATC assumes responsibility for Terrain Clearance. The AIC is worthwhile refresher reading as this applies to most International Ops.

OYRN/Mukalla has reopened after it was recently re-captured by government and Emirati soldiers. It is currently only accepting humanitarian and aid flights.

HKIS/Isiolo is a new airport in Kenya that will be operational in early JUN. The new facility will cater to domestic and international flights and will have annual passenger capacity of 125,000 and a 1400m runway. Isiolo is located near many national reserves, approximately 125 mi/200 km northeast of Nairobi.

BIRD/Reykjavik Oceanic Operators planning eastbound flights across the NAT should be aware of a NOTAM issued earlier by Reykjavik Oceanic/Iceland ATC, that essentially asks traffic to avoid the airspace wherever possible, due to further ATC Industrial Action. Eastbound flights in particular will not be accepted into the airspace unless … Read Full Article.

LIZZ/Italy Another ATC Industrial Action in Eurore has been announced for 14MAY, this time in Italy and affecting only part of operational personnel. Only some air navigation services may be affected. The following NOTAM has been issued.

EGLL/London Heathrow has been identified as the airport most affected in the UK by laser strike incidents with 121 in 2015, followed by EGBB/Birmingham with 94, EGCC/Manchester recording 93 and EGNM/Leeds Bradford with 77.

SKBO/Bogota has introduced a significant enhancement to the current ATC infrastructure by adding Secondary Surveillance Radar or SSR. The Columbian CAA issued AIC A07/16 to cover the upgrade. This will help increase the level of safety for operations in SKBO, especially given the terrain in the vicinity.

WZZZ/Indonesia The Visa-Free Program has expanded to Nationals from a total of 169 countries and are now eligible to enter Indonesia without a visa.  Although the regulation is silent on the allowable activities under this status, the previous version of the law restricted its use to tourism.

LFPG/Paris The first IFR LPV approach was implemented at LFPG for Runway 26L on 03MAY The new approach mirrors Cat I ILS approach minimums, including a 200-foot decision height, and it is supported by the European Geostationary Navigation Overlay Service (EGNOS).

WSZZ/Singapore has introduced a system called ATLAS (Air Transportation License and Administration System), for obtaining the application, renewal and administration of licences and permits for scheduled and non-scheduled air services.

View the full International Bulletin for 11MAY2016

BIRD/Reykjavik Oceanic Operators planning eastbound flights across the NAT should be aware of a NOTAM issued earlier by Reykjavik Oceanic/Iceland ATC, that essentially asks traffic to avoid the airspace wherever possible, due to further ATC Industrial Action. Eastbound flights in particular will not be accepted into the airspace unless:

– Destination is in Iceland, Scandinavia, Baltic States or Russia
– Departure point is west of Denver (105W)

Refer to NOTAM A0248/16

We recommend to monitor BIRD/Iceland NOTAMs carefully as similar restrictions can apply in the next few days.

The key to this incident in Ireland, just published by the AAIU, is the wording of a departure clearance to a corporate jet departing EIKY/Kerry – “Climb Flight Level Two Hundred”.

The crew report states: “Our altitude climb instruction was “climb level Two Hundred”. We read back the clearance and began the departure. As we began to climb we had some confusion as to what the altitude clearance limit was as we were unsure what level Two Hundred meant. We levelled at Two Thousand feet to ensure we didn’t exceed any altitude limits”

US operators are used to Flight Levels being that airspace above 18,000 ft, and in Ireland, as in much of Europe, Flight Levels can be as low as FL060 (6,000ft) – depending on the transition level – this international difference appears to have been the root cause of the confusion.

Standard ICAO phraseology dictates that “FL200” is Flight-Level-Two-Zero-Zero, but the UK in CAP413 suggest using “Flight-Level-Two-Hundred” to avoid confusion with FL210; this edict has been adopted de-facto many European ATC agencies.

The concern in this case, raised by ATC in Shannon, was that the aircraft levelled out at 2,000ft in the direction of high terrain – with, it appears from the report, real potential for CFIT.

The full report is here.

In 2012, the EU put in place the EU ACC3 program – air carriers that fly cargo or mail from a non-EU airport to an EU airport must ensure that all cargo and mail carried to the EU is physically screened or comes from a secure supply chain which is validated.

Air carrier stations in third countries are required to have undergone an audit to obtain an EU Aviation Security Validation in order to acquire or maintain their ACC3 designation. This validation needs to be reissued every five years, according to the EU Regulations.

On 01FEB16, Eurocontrol set up a NM ACC3 alerting system –  checking Flight Plans, and sending a message to the European Commission and the relevant EU Member State/s when a flight is identified as not having the correct ACC3 accreditation.