International Ops 2017

Flight Service Bureau | OPSGROUP

Month: August 2011

Special Report: Post Hurricane Irene update

Post-Irene Hurricane Update

As Irene tracks away north-east over Canada, we have the following information from Airports in the path of the Hurricane.

Bahamas


Irene’s path across the Bahamas

Following its track across the Turks, Irene hit the southern Bahamas early on Thursday with winds reaching 100 knots+. The eastern side of the island chain was worst hit, with Cat Island and Abaco suffering perhaps the worst structural damage.

MYGF/Freeport was initially flooded and remained closed on Friday, it is now open again.
MYNN/Nassau suffered power outages,and Friday morning’s traffic was restricted by the lack of a radar service. This was re-instated by 12pm and delays reduced to minimal.
MYES/Staniel Cay was flooded but also opened again on Friday morning.

Nassau Flight Service have confirmed that all airports, both major and smaller outlying airports, are now open again. However, we would recommend confirming before undertaking any ops to the more remote islands.

US East Coast


The track across the US over the weekend

As of Monday afternoon, we have the following information from Airports affected by the hurricane.

KEWR/Newark – reopened to arrivals at 6am and departures from 12pm today.
KJFK/Kennedy – as per EWR, open to arrivals at 6am and departures from 12pm.
KLGA/La Guardia – resumed a normal operating schedule at 7am today.

KMMU/Morristown, NJ – Airport is open with some areas still flooded. One taxiway is still underwater but re-routes using a runway are available. The Signature ramp is completely flooded and unavailable. Lighting is not yet restored and may not be until tomorrow, so daytime operations only.

KCDW/Essex County, NJ – Airport is open and ops normal.

KSWF/Stewart, NJ – Airport is reopened and running at normal capacity on the GA side, there may be some airline delays.

KFOK/Westhampton Beach – Airport running with no issues.

KBTV/Burlington, Vermont – The state has been badly hit by flooding and many major roads are out of service. The Airport itself however is OK, and no damage or flooding occured. All ops normal.

KMGJ/Orange County, NY – Airport is closed to all traffic except heli ops. Both runways 3/21 and 8/26 are flooded. Runway 8/26 is expected to open around 2000LT tonight if clean up is successful.

KHPN/White Plains, NY – Airport fully operational but with delays. Some flooding on roads around the airport may delay ground transport. Ground Stops are creating delays Monday afternoon, likely due increased traffic due TEB’s closure. Possibility of these delays continuing into the evening. Average delay 30 mins, maximum 1 hour.

KTEB/Teterboro, NJ – Airport closed.Significant flooding of runways and taxiways, and ramps. Flood waters are receding since yesterday but only slowly. An Airport lighting systems check will take place between 1700-1800 this evening, after which a more definite opening time can be given by the Airport Authority. Anticipated reopening is Tuesday am.


Teterboro Airport, NJ, pictured on Monday morning. Thanks to Meridian FBO TEB for these pictures.

Atlantic / NAT Tracks

All airports in the New York area were closed from 1200LT on Saturday until Monday morning. Further, as a result of Irene’s tracking, most NAT flights to eastern seaboard airports were cancelled for Sunday night. As a result, NAT Traffic on Sunday was exceptionally light. Monday night’s NAT Tracks, which are 5 tracks from STEAM to CYMON, are expected to be at normal levels, if not busier as some additional flights may be expected following the schedule upset.

No compounding ATC or Weather issues in Europe for Tuesday am.

Special Report: International Operations Questions

1. When do both pilots in the aircraft have to be type rated in the aircraft?
When the aircraft is certified with a minimum crew of two, or as directed by listing authority. ICAO Annex 1, Chapter 2, Page 2, Paragraph 2.1.3.2 a, c
2. When entering/exiting oceanic airspaces are you required to fly over a designated entry/exit point?
Your coordinated oceanic crossing clearance must always show entry and exit of oceanic air space over a designated Oceanic Entry/Exit Point (OEP). In actual flight operations, tactical route clearances may be given by an Air Route Traffic Control Center that could bypass the OEP. In this case this is not a problem. Remember that separation between aircraft is established at the entry point and in order to maintain those separations crews must adhere to the coordinated oceanic crossing clearance. PANS-ATM Chap. 15, Page 15-7 Para. 15.2.4.1a
3. Where and how do you check for RVSM aircraft monitoring compliant for RVSM operations in Europe?
Eurocontrol Website: http://www.ecacnav.com/RVSM/Height_Monitoring – Latest results from HMU’s in Europe can be found here. Search on your registered operator and specific registration number.
4. Must pilots be trained in order to participate on an international trip?
For Part 91/GA operations, no specific training is required. Part 91 operators are required to be knowledgeable and how that knowledge is attained is their prerogative. As a Part135/Commercial operator, require specific navigation training and procedure training in accordance with their approved training manual. FAA Order 8900.1 Vol.4, Chap.2, Sect. 2, Para. 4-24
5. Is CPDLC required to fly the Polar routes?
No. HF is the normal means of long distance communication. AC 91-70A, Chap.14
6. When do I change altitude and routing in the case of lost communication in international airspace?
In the case of lost communications follow the published lost comm procedure for that country or oceanic region. In lieu of specific lost comm procedures consideration should be given to following ICAO Lost Comm procedures. ICAO Doc# 4444, Para. 15.3
7. Do Tokyo/Fukuoka Area Control Centers publish 6 digit short codes for SATCOM use?
No, but the Public Switched Telephone Numbers can be found in the Japanese AIP. Air Traffic Flow Management 24-hr number: 092-608- 8870. Japanese AIP, Enroute section, Chapter 1.9, Paragraph 1.3

8. Is there a requirement to be ACAS II equipped when operating in South America?
Commercial operators: Yes, if greater than 19 Passengers and 5700kg, Annex 6, Part 1, Paragraph 6.18.2 GA operators, Yes, only if greater than 30 Passengers or 15,000kg. Annex 6, Part 2, Paragraph 3.6.10
9. What considerations exist when shooting an approach at an airport such as Thule Greenland, which is at 76 degrees north latitude?
Ground based navigation facilities are reference to True North vice Magnetic North. Aircraft FMC and Navigation displays need to be re- configured to allow for IFR operations. 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
10. Are there any publications that outline the problems associated with operating in countries that are not WGS 84 compliant and how that affects FMS approach procedures?
Several FAA, EASA and ICAO documents require that non WGS- 84 data not be used for approaches with GNSS guidance. Your approved Flight Manual and OEM recommendations are the best place to look for procedures on how to comply with these requirements. FAA Advisory Circular 90-94 Para.3b and AC 20-138B. ICAO Annex 10, Vol. 1, Chap. 3.Para. 3.7.3.1.7, AMC 20-27 Para 5.3
11. What takes precedent, ICAO documents (PANS, SARPS, Regional Supplementary Procedures) or commercially available products?
ICAO publications and national regulations always take precedence over any commercially available products. The commercial products take their information from these documents and others that may be produced by an ICAO region; however there are some times errors when this information is transcribed. If you want the unadulterated information always go to the source documents
12. Does importing your aircraft into the European Union relieve you of Cabotage considerations?
No. Import status is primarily concerned with tax status not Cabotage activity. For example; in the UK a VAT tax is added to the importation fees.
See the EU website www.Europa.EU
13. When flying from the U.S. to St. Thomas do both pilots have to be type rated?
From the aspect of arrival and destination operations, No. 14CFR 61.55 describes SIC Type ratings. However, once in airspace over the High Seas, Yes both pilots are required to be Type rated. This can be further complicated if an enroute divert is required to a foreign country. This county’s AIP would apply.
14.What is the purpose of Strategic Lateral Offset and where may it be utilized?
SLOP is designed to reduce lateral overlap of aircraft. It should be utilized to keep aircraft from passing directly above or below other aircraft. PANS-ATM Chap. 15, Para. 15.2.4 Note#3
15. Is there a prescribed contingency procedure for position reporting after an aircraft has offset 15 nautical miles from track (course) centerline?
No specific procedures address this issue. Best practice recommendation would be to obtain a new or revised clearance at the earliest possible time. PANS-ATM Chap. 15, Para. 15.2.2.3
16. When coordinating your oceanic clearance with Shanwick via ORCA are you required to contact Shanwick and provide a voice read back?
No. Unless there is any doubt as to the clearance or downlink capability. In such a case, revert to voice communication. NAT Operations Bulletin 2010-6 18MAR04
17. How do you determine if a country uses PANS OPS criteria in promulgating straight in approaches and TERPS for promulgating circling procedures?
The specific county’s AIP will explain the design criteria used. Look in the “General” section and the “Aerodrome” sections for confirmation. Jeppesen provides this information in the ATC Section of the J Aids. Look up the country in the Rules and Procedures part and specifically under the Procedures Limitations and Options heading.
18. If you lose communication with air traffic control should you follow your last clearance or comply with published lost communications procedures?
You should follow the published lost communications procedures published in the AIP for the country or the regional supplementary procedures for the region you are flying in. You may also check the Jeppesen Emergency Section to ascertain lost communications procedures if no other resources are available. If no published procedures can be determined consideration should be given to following ICAO lost communication procedures found in PANS-ATM Chapter 15 Para. 15.3
19. What constitutes a lost communications situation?
When an aircraft station fails to establish contact with the aeronautical station on the designated frequency, it shall attempt to establish contact on another frequency appropriate to the route. If this attempt fails, the aircraft station shall attempt to establish communication with other aircraft or other aeronautical stations on frequencies appropriate to the route. In addition, an aircraft operating within a network shall monitor the appropriate VHF frequency for calls from nearby aircraft. If these attempts fail transmit in the blind. General rules, which are applicable in the event of communication system failure are contained in Annex 2 to the convention. Annex 10, Volume 2, Para 5.2,2,7

Pages: 1 2 3

Special Report: Oceanic Errors in the North Atlantic

Oceanic Errors in the North Atlantic/NAT Region

ICAO oversees a number of North Atlantic Working Groups comprised of industry, ATC and state regulators. These working groups regularly review the most ‘popular’ Oceanic Errors:

  • Large Height Deviations (300 feet or more)
  • Gross Navigation Errors (25 NM or more)
  • Loss of Longitudinal Separation.

ICAO has published the following recommendations to reduce oceanic errors, that should be addressed in initial and recurrent ground training:

LARGE HEIGHT DEVIATIONS
1.    Conditional clearances require special attention. A Conditional Clearance is an ATC clearance given to an aircraft with certain conditions or restrictions such as changing a flight level based on a UTC time or a specific geographic position. The following is an example of a conditional clearance given to a crew: Maintain FL330. After passing 20W climb to FL350. Cross 25W level. Report leaving. Report reaching. NOTE – in this example, FL330 is the present FL. The main part of this clearance is that after 20W the aircraft starts the climb and is maintaining the cleared level prior to 25W.
2.    In oceanic, non radar RVSM airspace, during a climb or descent, crews must advise ATC when leaving and reaching a flight level.
3.    Each flight level change must be specifically approved by ATC. A filed flight plan with a requested change in flight level (step climb) is not a clearance to initiate the change in altitude.
4.    Crews must ensure a CORRECT understanding of when a climb or descent should be initiated or completed.
5.    Crews must exercise caution and ensure a clear understanding when ATC uses the terms “by” or “at” when referring to a longitude crossing (for example when to make a flight level change). This applies whether the clearance is given via voice or data link.
5.1.    The following are examples of conditions or restrictions given to crews when the terms AT or BY are used in a conditional clearance.
6.    Crews must be diligent in reviewing performance data for their particular aircraft, so as to avoid either requesting or accepting clearance to unrealistic flight levels which are outside of the performance envelope of the aircraft.
NOTE: Crews must carefully consider in their performance planning the significant temperature inversions that can frequently occur over the Atlantic Ocean. This is particularly important when aircraft are near to maximum gross weight and when attempting to comply with flight levels dictated at oceanic entry points.
7.    Crews should be aware that requesting unrealistic flight levels can seriously impact separation between their aircraft and other NAT traffic. NOTE: If there has been a significant change affecting the aircraft weight after the flight plan has been computed, request a new flight plan. An example would be if you add a considerable amount of fuel to tanker through a location where the fuel cost is high.
8.    If a crew finds itself at a flight level that becomes unsustainable due to degrading performance, it is imperative that they communicate immediately with ATC in order to coordinate a flight level change as soon as possible.
9.    Crews must be alert for situations when ATC issues clearances that have only a longitude rather than a latitude and longitude. The clearance should be clearly understood as to when to make a flight level change.
10.  Crews must ensure they are following the correct contingency procedure in case of lost communications. Unlike other oceans, the NAT lost communications procedure is to maintain the last assigned flight level. ATC approval is required for all flight level changes.
11. Crews must ensure they obtain an OCEANIC clearance level prior to oceanic entry, enter the ocean at the cleared flight level and establish a post entry point altitude check.
NOTE: Crews must be proactive to ensure that they are maintaining their cleared oceanic flight level prior to the oceanic entry point.

GROSS NAVIGATION ERRORS (GNES)
1.    Fly the route received in the OCEANIC clearance – not the filed flight plan.
2.    A reclearance scenario is the prime cause for most navigational errors. Crews must ensure they correctly copy the RECLEARANCE, reprogram (and execute) the FMS (or Long Range Navigation System, LRNS), update the Master Computer Flight Plan (CFP) and update the plotting chart. The FMS crosschecks for the clearance should include distance and track checks between the new waypoints.
NOTE: Track and distance tables are available commercially for every ten degrees of longitude.
3.    Crews must follow a RECLEARANCE (and not the filed flight plan). The captain should ensure that all flight crew members are aware of the details of the RECLEARANCE by briefing all non-flying crew members.
4.    Ground crosschecks of the Long Range Navigation System (LRNS) should include distance and track checks between waypoints. Enroute procedures must also include distance and track checks when passing a waypoint.
5.    The crosscheck of the FMS coordinates should include comparing the expanded coordinates against the flight plan.
6.    It is strongly recommended that a plotting chart be used and procedures include a position plot 10 minutes after each waypoint annotated with the coordinates and time of the plot. Compare all oceanic waypoints on the chart against the Master Computer Flight Plan (CFP).
7.    Standard Operating Procedures (SOPs) for LRNS must include independent clearance copy, data entry (Coordinates and/or waypoints), and independent crosschecks to verify that the clearance is correctly programmed. These procedures must also be used when enroute changes are entered. This task cannot be delegated.
8.    There should only be one CFP on the flight deck. It should be labeled the Master and should reflect the current cleared route of flight.
9.    Crews must be alert for similar sounding named oceanic boundary waypoints (e.g. PITAX versus BERUX) when receiving the ATC clearance.

EROSION OF LONGITUDINAL SEPARATION
1.    Crews must communicate to ATC any ETAs that change by 3 minutes or more. This is an ICAO requirement and the information is used to modify ground-based ATC flight tracking systems.
2.    Crews must adhere to the assigned (True) Mach. Operators flying Long Range Cruise or ECON to conserve fuel are having a negative impact on the strict tolerance required for ATCs longitudinal separation.
3.    Crews should verify the accuracy of ETAs or ATAs (particularly the hour) forwarded to ATC to prevent an error of one hour.
4.    Crews must ensure they advise ATC in a timely manner of any change in their ETA for the oceanic entry point.
5.    Crews must ensure that the aircraft master clock (typically the FMS) is set using an approved calibrated time source to be used for all ETAs and ATAs.

FLIGHT PLANNING
1.    Dispatchers and Flight Planners must ensure the filed routes around the oceanic boundary do not include crossing multiple oceanic entry/exit points.
2.    Pilots must ensure they know current conditions to include NOTAMS (e.g. forecast turbulence in RVSM airspace) and weather documents (e.g. ETPs and alternate airports). In addition, pilots must be knowledgeable in the information on the computer flight plans and do basic crosschecks of fuel, winds and groundspeeds.

CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)
1.    Conditional clearances require special attention. A conditional clearance is an ATC clearance given to an aircraft with certain conditions or restrictions such as changing a flight level based on a UTC time or a specific geographic position. The following is an example of a scenario where a CPDLC conditional clearance was given to a crew. The crew subsequently failed to comply with the time restriction, but reported leaving its flight level, thereby enabling the controller to catch the error.

At approximately 1133Z a CPDLC message composed of the following uplink message elements (UM) was sent to the flight:
UM19 – MAINTAIN F370
UM21 – AT 1205 CLIMB TO AND MAINTAIN F380
UM128 – REPORT LEAVING F370
UM129 – REPORT LEVEL F380
The expected WILCO response was received by the Oceanic Controller. At approximately 1134Z (ie. 31 minutes before it should have started the climb), a CPDLC message composed of the following downlink message element (DM) from the aircraft was received by the OAC:
DM28 – LEAVING F370.
The air traffic controller took immediate action to confirm the flight level and to issue a clearance via voice for the flight to expedite climb to a flight level that ensured vertical separation.
NOTE: The receipt of the LEAVING F370 message enabled prompt action to correct this error.

2.    Upon receipt of a CPDLC uplink message, it is important for both pilots to independently and silently read and verify the clearance.
3.    It is important to note that the CPDLC uplink message may be more than 1 page in length. Review the entire message carefully, in the correct order, before taking any action. It may be helpful to print the message.
4.    Both pilots should resolve any questions that they may have regarding the clearance with each other and if necessary with ATC prior to initiating any action. If unable to fully understand the CPDLC clearance, pilots should revert to backup voice communication.
5.    Pilots should not use voice to verify that an up-linked CPDLC message has been received or to inquire if a down-linked datalink message has been received by the ATS provider.
6.    Crews should be cautious with CPDLC clearances (message sets) that are delayed.
7.    Crews should be cautious with clearances when communicating via CPDLC and HF radio simultaneously. CPDLC is the primary communication means when it is operating. The clearance is received from that [CPDLC] source only.
8.    Crews should avoid using the free-text method.
9.    Crews should be sure that HF SELCAL is working even when CPDLC is functioning properly – do a SELCAL check prior to oceanic entry and at each Oceanic Control Area (OCA) boundary.

GENERAL
1. Dual checking of oceanic clearance MUST be SOP (avoid physiological breaks or distractions near the oceanic boundary or when copying and reprogramming enroute reclearances). Changes must be communicated clearly to non-flying flight crew members so that they understand RECLEARANCES when they relieve flying flight crew members.
2.    Radio operators relay for/to controllers. The majority of oceanic communications such as position reports or crew requests go through a radio operator. The radio operator is not an air traffic controller. Radio operators must relay all reports and requests to ATC for approval and processing.
3.    The use of the terms “expect” or “able” by ATC is NOT a clearance. Typical phraseology is to use, “ATC clears….”
4.    Relays of ATC instructions between aircraft MUST be accurate. Ensure a correct read back is received from every communication link in the relay.
5.    Always read the LRNS or the plotting chart first and then compare it to the master source (i.e. CFP). This is a human factor’s practice that could prevent the pilot from seeing what he/she expects to see.
6.    Crews must immediately clarify any confusion about the clearance.

SLOP – STRATEGIC LATERAL OFFSET PROCEDURES (RIGHT offsets only)
1.    Crews should be aware of this procedure for use in oceanic and remote airspace. SLOP should be a SOP, not a contingency, and operators should be endorsing the use of lateral offsets for safety reasons on all oceanic and remote airspace flights.
2.    Crews should be aware of the “coast-out to coast-in” operational use of the procedure.
3.    Crews should be aware of the three SLOP options: centerline, 1 NM RIGHT offset or 2 NM RIGHT offset. NOTE: Operators are reminded that the current SLOP was created to reduce the risk of collision. It was also designed to incorporate wake turbulence avoidance. SLOP enhances flight safety by reducing the risk not only from operational errors but also crews executing a contingency with a highly accurate LRNS.
4.    Offsets to the left of centerline are NOT authorized under SLOP and should not be flown.

CONTINGENCIES
1.    The 15 NM lateral offset contingency procedure is now universal for ALL oceanic areas (formerly 30 NM in the NAT and 25 NM in the Pacific). Operators should update their ground training and manuals to reflect this change. Details of the 15 NM contingency procedure can be viewed in the NAT Doc 007.
2.    The published Weather Deviation Procedure is now universal in all oceanic areas. It is important for pilots to understand that the ICAO published Weather Deviation Procedure is a contingency and should only be flown when an ATC clearance cannot be obtained. Details of the weather deviation procedure can be viewed in the NAT Doc 007. (please refer to Section “Deviation Around Severe Weather”).
Note: If the aircraft is required to deviate from track to avoid weather (e.g. thunderstorms), the pilot must request a revised clearance from ATC prior to deviating. Crews must not deviate laterally or vertically without attempting to obtain an ATC Clearance. However, if such prior ATC clearance cannot be obtained, pilots must follow published ICAO Weather Deviation Procedures
3.    Crews are reminded to execute the correct contingency procedure in case of an emergency descent, turbulence, etc. It is important to minimize the risk to you and other aircraft.
4.    Crews should be aware that there is more than one contingency maneuver and should be familiar with the recommended procedure for each in-flight occurrence typee.

Recommended Reading!

– Your primary source document for NAT Ops is “NAT Doc 007: Guidance in and above the NAT/MNPS Airspace

Monday Briefing: Ukraine JetA1 drought, German ATC strike averted

Ukraine experiences Jet A1 fuel drought Aug 9th: A reduced level of domestic jet fuel production has created a supply shortage in the Ukraine this month. UKOO/Odessa, UKDD/Dnipro, and UKLL/L’viv currently have no fuel available. UKBB/Kiev, and UKCC/Donetsk have limited supplies. An import quantity has been ordered to resolve the issue, but this will take time to arrive. For a full list of Airports and current stocks, see the Ops notices below.

German ATC strike averted Aug 9th: For a second time, a last-minute cancellation the day before a planned strike by ATC was announced in the early hours of August 9th.The strike had threatened to disrupt European Airspace significantly today. Controllers have agreed to revert to a reconciliation process instead, with the chance of future strike action reduced as controllers enter a one month no-strike period. Only airspace operated by DFS (and therefore not Maastricht UAC) would have been affected.

HSSJ/Juba, Sudan New Approach Unit open since August 1st and operational on frequency 123.9 on a trial basis as directed.

ORBB/Baghdad FIR, Iraq List of banned aircraft types extended to the following with effect 01 August: B737-200, B727-100, R721, B722, R722, AN26, AN24, AN12, Tu 154.

EDxx/German Airspace A second cancellation the day before a planned strike by ATC was announced in the early hours of August 9th. Controllers have agreed to revert to a reconciliation process instead. Chance of future strike reduced as controllers enter a one month no-strike period. For info, the advisory before the cancellation read ” ALL AIRSPACE AND AIRFIELDS THAT ARE UNDER THE JURISDICTION OF THE DFS WILL BE SUBJECT TO INDUSTRIAL ACTION FROM 0400-1000 UTC. FLIGHTS THAT ARE ALREADY WITHIN DFS AIRSPACE FROM OUTSIDE GERMANY AT THE COMENCEMENT OF THE STRIKE WILL BE GIVEN AN ATC SERVICE TO DESTINATION IN GERMANY OR TO THE DFS CONTROLLED FIR/UIR BOUNDARY AS APPROPRIATE. DEPARTURES FROM GERMANY THAT PLAN TO ENTER DFS CONTROLLED AIRSPACE DURING THE STRIKE PERIOD WILL NOT BE ALLOWED TO DEPART. ZERO RATE REGULATIONS HAVE BEEN APPLIED ACCORDINGLY BY CFMU. FOLLOWING FLIGHTS ARE EXEMPTED: – EMERGENCY, SAR AND HUMANITARIAN FLIGHTS – GOVERNMENT FLIGHTS – MILITARY FLIGHTS”

Exxx/Europe The FABEC Trial (where the daily planning for airspace in Netherlands, Belgium, France, Switzerland and Germany was conducted as one operation) ended on July 31st. Planning reverts to the individual FMP’s in each country.

NZAA/Auckland and NZWN/Wellington will see restrictions on non-scheduled operations due to the Rugby World cup. Prior approval will be required from 1 September for most non-scheduled ops at these airports, so advance notice is highly recommended.

EGTT/London FIR A conference will be held in Cambridge on Sept 20th to discuss Air Operations during the London Olympics in 2012. Current plans call for all take off and departure slots to be allocated, with slots at peak times expected to be in heavy demand. The 14 principal business airports in the UK are expected to handle more than 110,000 movements in addition to their normal traffic during the 31-day peak period.

FAPE/Port Elizabeth, South Africa SIDs and STARs will be suspended on August 17th due to a Radar outage. Delays are expected by ATNS.

RJCC/Sendai, Japan Still restricted to operations by relief flights only. Approval required 3 days in advance from Airport Authority.

HHAS/Asmara, Eritrea Jet A1 Fuel stocks limited, check with supplier day before flight for fuel availability.

PKMJ/Majuro Fuel shortage notified by ExxonMobil. 3 days advance notice of flight recommended and pre-flight check to confirm if not tankering.

Lxxx/Adriatic Airports, Europe Parking space continues to be a major issue for many Airports along the Adriatic coastline – Italy, Croatia, and Montenegro. Flights intending to remain on the ground through any Saturday in Summer should request well in advance, and even then stays are not guaranteed. Worst affected are LYTV/Tivat, LDSP/Split, LIPZ/Venice, and LDDU/Dubrovnik.

UKxx/Ukraine Full list of Airports affected by the August supply issue listed below:

(UKLL) L’viv has no fuel available.
(UKDD) Dnipropetrovs’k has no fuel available.
(UKOO) Odessa has no fuel available.
(UKFF) Simferopol has no fuel available.

(UKBB) Kiev has fuel; must be ordered in advance.
(UKCC) Donets’k has limited fuel availability.

(UKCM) Mariupol has limited fuel available, confirm in advance.
(UKDE) Zaporizhzhia has limited fuel availability – allow at least three days prior notice to confirm in advance.
(UKHH) Kharkov has very limited fuel availability; confirm in advance.
(UKLU) Uzhgorod has limited fuel available, confirm in advance.
HSSS/Khartoum will close daily 11-17 August from 0600-0900Z to allow rubber removal from the runway.

ZGZU/Guangzhou FIR “Special Ops” on August 12th, flights routing Hong Kong – Guangzhou can expect reroutes via CH BEKOL IDUMA, ATS Route W68 is affected.

VIDP/Delhi, India Airport restrictions on August 15th 0030-0430Z and 1030-1330Z, non-scheduled flights will not be permitted to land/take off, or fly within 160nm of Delhi during these times (VIP flight restrictions)

EHAM/Amsterdam A reminder of the Geese risk particularly around dusk/dawn near Schiphol, several strikes reported.

Ramadan The holiest month in the Islamic calendar, began on August 1st. During this time Muslims abstain from eating, drinking and smoking from sunrise until sunset. As a result, hours of operation for Permit departments in CAA’s and DGAC’s across Muslim countries are reduced, and the processing time is increased. Early requests well in advance of flight date are recommended, and changes may cause delays.

Afghanistan From the Afghan MoTCA – PPR times are not ATC flow times. They are based on ground handling capability only. Issuance of a PPR does not encompass any aircraft servicing, ground handling, or other aircrew requirements, nor does it imply air traffic control separation, weather conditions or threat assessment. A PPR is valid for +/-30 minutes from scheduled time. All flights shall have sufficient fuel and maintenance support to meet their scheduled arrival and departures times and be prepared for minimum ground times. Military and civilian aircraft supporting ISAF shall obtain PPRs (and slot times for non PPR airfields) by submitting a MRF to the Allied Movements Coordination Centre (AMCC ISAF). Exception: rotary wing, Theatre based (ISAF CJSOR) and US aircraft. These aircraft should obtain PPRs through their C2 organization or directly from the airfield. If unable to coordinate via C2 or airfield directly, any transport aircraft supporting ISAF may coordinate for PPRs through AMCC ISAF.

Cuba A reminder of the permit requirements
– Minimum 3 working days advance notice of flight intending to cross Cuba
Your permit number will be sent to you by via email by return and should be inserted in Field 18 (RMK/) of your ATC flight plan, for example: RMK/PERMIT CUBA 6821
Permit can be ordered online

 

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