{"id":629,"date":"2016-05-31T20:59:55","date_gmt":"2016-06-01T00:59:55","guid":{"rendered":"https:\/\/ops.group\/blog\/?p=629"},"modified":"2016-05-31T21:04:31","modified_gmt":"2016-06-01T01:04:31","slug":"what-is-this-20-questions","status":"publish","type":"post","link":"https:\/\/ops.group\/blog\/what-is-this-20-questions\/","title":{"rendered":"What is this, 20 questions?"},"content":{"rendered":"

Yes.\u00a0We\u2019ve got a fresh set of common International Operations<\/strong> questions, together with their\u00a0<\/span>answers <\/span>and<\/span> references<\/span>\u00a0 Test yourself, use as part of your next refresher training, or forward to a colleague.<\/span><\/p>\n

Thanks to our OpsGroup<\/strong><\/a> member Guy Gribble for these; Guy is an international airline pilot and runs a training organization\u00a0called\u00a0International Flight Resources<\/a>\u00a0<\/b>– read more at the end of the questions about what he does.<\/span><\/p>\n

20 Questions \u2013 INTERNATIONAL OPERATIONS<\/b><\/span><\/h5>\n
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1. What is the term\u00a0\u2018IFBP\u2019, and where you might use it?<\/b><\/p>\n

This is sometime referred to as an \u201cIATA broadcast\u201d. 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:<\/span><\/p>\n

A) On 126.9.
\n<\/span>B) When operating off airways.
\n<\/span>C) For flight level changes only.
\n<\/span>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\u00a0\u00a0 en-route chart.
\n<\/span>
\n<\/span>In-Flight Broadcast Procedures, IFBP can be found here<\/a>,\u00a0and Traffic Inflight Broadcast Area, TIBA can be found in Annex 11, Attachment B.<\/span><\/p>\n

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2. \u00a0Is 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?<\/b><\/span><\/p>\n

Yes. If less than 45mins to the OEP, request datalink (RCL) clearance 10mins prior to engine start-up.
\n<\/span>NAT Document #007, Paragraph 5.1NAT Operational Bulletin, #2010-008 \u00a0 \u00a0<\/span> \u00a0 \u00a0<\/span><\/p>\n

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3. When are passengers entering the United States on a Private\/Part 91 flight required to have a visa?<\/b><\/span><\/p>\n

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<\/strong> must also be approved under the VWP.<\/span><\/p>\n

http:\/\/www.cbp.gov\/travel\/international-visitors\/frequently-asked-questions-about-visa-waiver-program-vwp-and-electronic-system-travel<\/a><\/span><\/p>\n

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4. I got a TCAS\/ACAS Resolution Advisory on my last trip in the US. Do I have any reporting requirements?<\/b><\/span><\/p>\n

Yes – if there was a substantial risk of collision. In 2010 the NTSB implemented additional reporting requirements. If an RA was received when\u00a0an 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.<\/span><\/p>\n

NTSB 830.5 (10).<\/span><\/p>\n

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5. What defines a Gross Navigation Error (GNE)?<\/b><\/span><\/p>\n

Lateral errors of 25 nautical miles or more from the aircraft\u2019s cleared route. Note: The North Atlantic Systems Planning Group (NAT SPG), in its Conclusion 48\/21 of 06\/12, reclassified a GNE as a \u201clateral deviation from a cleared track by 10 Nautical miles (nm) or more.\u201d The FAA is examining this new ICAO NAT Region definition for possible adoption.<\/span><\/p>\n

FAA Order 8900.1 Volume 7, Chapter 3, Paragraph 7-81<\/span><\/p>\n

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6. Short of calling a service provider how do you determine which countries require an Overflight Permit?<\/b><\/span><\/p>\n

Research the AIP\u2019s from the overflown countries.<\/span><\/p>\n

Search inside the \u201cGeneral\u201d section, \u201cNational Regulations\u201d and find the paragraphs titled \u201cEntry, Transit and Departure\u2026\u201d Jeppesen provides excerpts from these documents in the \u201cEntry Requirements\u201d section.<\/span><\/p>\n

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7. I saw information that Russian ATC now has to speak \u201cEnglish Only\u201d at all of their airports. Is this a fact?<\/b><\/span><\/p>\n

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<\/span>.<\/span>\u00a0<\/span><\/p>\n

Russia Federation AIP, Enroute ENR 1.7, Paragraph 6.1.3<\/span><\/p>\n

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8. Is there an HF frequency designated as \u201cGuard\u201d internationally (121.5 equivalent)?<\/b><\/span><\/p>\n

Yes \u2013 2182 and 4125, State the frequency in use, callsign, nature of distress\/urgency, intentions of PIC, present position, altitude, heading<\/span><\/p>\n

Annex 12, Chapter 2, Paragraph 2.6.5 \u201cNote\u201d,\u00a0AC 91-70a, Chapter 3, Paragraph 3.4c, 3-10<\/span><\/p>\n

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9. Explain why you would expect a time-delay when transmitting position reports and requesting clearances from oceanic communications facilities.<\/b><\/span><\/p>\n

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.<\/span><\/p>\n

NAT Document #007, Chapter 6, Paragraph 6.1 and AC 91-70A, Paragraph 9-3b, 14-3d<\/span><\/p>\n

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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.\u00a0 Where I can get this?<\/b><\/span><\/p>\n

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\u2019s carry a good supply. Most operators opt for the \u201cPre-Embarkation and Top-of-Descent\u201d<\/span><\/p>\n

With approval from the Australian government on operator may conduct \u201cOn-Arrival\u201d 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.<\/span><\/p>\n

Full details can be found at: http:\/\/www.daff.gov.au\/biosecurity\/avm\/aircraft\/guidelines-operators<\/span><\/a><\/span><\/p>\n

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11. We all dislike ramp checks, but what kind of stats can be gleaned from the SAFA program in EASA?<\/b><\/p>\n

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<\/span> Implementing Regulation, Authority for Air Operations (ARO)-Ramp. This went active 27OCT14<\/span> and applies to EU countries (ECAC has also signed on).<\/span><\/p>\n