International Ops 2018

Flight Service Bureau | OPSGROUP

Month: May 2016 (page 1 of 3)

What is this, 20 questions?

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.


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.

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:

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 or email

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Rules revised: SAFA Ramp Checks for ‘Suspect Aircraft’

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.











Midweek Briefing 25MAY: Cairo airspace -GPS jamming, Australia: new RNP rules (again)

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

Australia: GPS requirements relaxed

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.



Oceanic Errors

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:


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


GPS Jamming at Cairo

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.


Midweek Briefing 18MAY: Brazil Airspace changes for Olympics, Increase in Fake Nav Charges

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

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

View the full International Bulletin 18MAY2016

Brazil airspace changes for Olympics

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.


Overflights without a full Airworthiness Certificate

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.

Special Permit



You can also contact for any questions.

Dutch overflights: Special Permits

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

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