International Ops 2017

Flight Service Bureau | OPSGROUP

Author: Mark Zee (page 1 of 3)

Airbus 380 flips CL604 – full report is now published

  • Interim report finally released by the German BFU
  • Flight Service Bureau version of events confirmed
  • New pictures released by the investigators

Back in March, FSB covered a major wake turbulence upset experienced by a Challenger 604 after passing an A380.  After our initial story was published, it was covered in various versions in The Times of London, Flying magazine, AIN Business Aviation News,  Deutsche Welle, and NBC. The picture on the Flight Service Bureau facebook page was viewed 1.1 million times.

From the interim report, these facts are confirmed:

  • The incident was caused by the wake from an Airbus A380 at FL350
  • The Challenger 604 passed directly underneath the A380 at FL340
  • The wake encounter occurred 48 seconds after the cross – when the two aircraft were 15nm part
  • The Challenger initially rolled 42 degrees to the right, then 31 degrees left, and experienced G-Loads of 1.6g positive followed 1 second later by -3.2 g.
  • It lost altitude from FL340 to FL253 over a 2 minute period – loss of 8700 ft.

In an interview, the crew said:

The airplane shook briefly, then rolled heavily to the left and the autopilot disengaged. [We] actuated the aileron to the right in order to stop the rolling motion. But the airplane had continued to roll to the left thereby completing several rotations. Subsequently both Inertial Reference Systems (IRS), the Flight Management System (FMS), and the attitude indication failed”

“… since the sky was blue and the ocean’s surface almost the same colour [I] was able to recognise the aircraft’s flight attitude with the help of the clouds

The BFU published the FDR excerpt above, and a full interior picture of the cabin, post event.

 

Flight Service Bureau has issued guidance to OpsGroup members, in Note to Members #24 (March 19th, 2017), which can be downloaded publicly here. The highlights are:

  • As Aircrew, use SLOP whenever you can.
  • As Controllers, be mindful of smaller aircraft passing underneath A380’s.
  • Avoid flying the centreline if you can. SLOP 0 is not an offset. Choose 1nm or 2nm.
  • Note the new SLOP rules from ICAO in the 16th edition of Doc 4444.
  • Expect guidance from EASA and the FAA to follow

With very recent updates to both NAT Doc 007 and ICAO Doc 4444, the rules for SLOP are a little different than before.

 

References:

 

This is what an Airbus 380 looks like when it’s coming to get you

  • New guidance issued to OpsGroup by Flight Service Bureau
  • New warnings to be issued by Air Traffic Controllers – EASA SIB to follow
  • Updated 2017 SLOP offset procedures


With the A380 vs Challenger 604 incident,
there is now growing concern amongst aircrews about the effects of the A380’s wake turbulence.

In this incident, reported by the Aviation Herald, a Challenger 604 at FL340 operating from Male-Abu Dhabi passed an A380 opposite direction at FL350, one thousand feet above, about 630nm southeast of Muscat, Oman, over the Arabian Sea. A short time later (1-2 minutes) the aircraft encountered wake turbulence sending the aircraft into an uncontrolled roll, turning the aircraft around at least 3 times (possibly even 5 times), both engines flamed out, the aircraft lost about 10,000 feet until the crew was able to recover the aircraft, restart the engines and divert to Muscat. The aircraft received damage beyond repair due to the G-forces, and was written off.

This is a recovery that is in the same category as the ‘Miracle on the Hudson’, and the DHL A-300 recovery in Baghdad. Envision the alternate scenario, which was far more likely: Challenger 604 business jet missing in remote part of the Indian Ocean. Last contact with was a HF radio check with Mumbai. No recent satellite logons. Position uncertain. Search and Rescue attempt called off after 15 days. Nothing found. Probable cause: flew into CB.

Thanks to the remarkable job by the crew, we don’t have to guess. We know what happened. And now, there are questions.

We’ve seen this story before

Back in 1992/3, two back-to-back fatal crashes (a Citation, and a Westwind) were attributed to the unusual wake turbulence pattern of the Boeing 757. In fact, at the time, NOAA said it was the most intense wake they had ever seen. In December 1993, the FAA told controllers to increase the separation, and warn aircraft following a 757 of its presence.

This was 10 years after entry into service of the 757, which had its first revenue flight in 1983.

Sound familiar? The A380 had its first revenue flight in 2007. We are 10 years down the track, and it’s very tempting to apply the logic that because this degree of incident hasn’t happened before, it’s a one-off. An outlier. That the crew reacted erroneously to a small wake upset at the limit of their flight envelope. This is both unlikely, and, given the potential threat to other crews, a dangerous perspective.

The last review of A380 wake turbulence was done in 2006, primarily by Airbus. As a result, a new category was required – “Super“, in addition to the existing Light, Medium, and Heavy, for use by controllers when applying the minimum separation on approach and departure. However, no additional considerations were applied for enroute wake turbulence.

Most pointedly, the review concluded that the A380 did not need any wake turbulence separation itself, because of its size. The A380 is the only aircraft in the world to have this “out”. It’s a beast. Even an Antonov 124 or Boeing 747 needs 4nm from the traffic ahead.

New guidance

Given the incident, the similarity to the B757 story, and that quiet pointers towards a bigger risk, Flight Service Bureau has issued guidance to OpsGroup members, in Note to Members #24 (March 19th, 2017), which can be downloaded publicly here. The highlights are:

  • As Aircrew, use SLOP whenever you can.
  • As Controllers, be mindful of smaller aircraft passing underneath A380’s.
  • Avoid flying the centreline if you can. SLOP 0 is not an offset. Choose 1nm or 2nm.
  • Note the new SLOP rules from ICAO in the 16th edition of Doc 4444.
  • Expect guidance from EASA and the FAA to follow

With very recent updates to both NAT Doc 007 and ICAO Doc 4444, the rules for SLOP are a little different than before.

Download the OPSGROUP Note to Members #24 – Enroute Wake Turbulence.

 

A personal note about NOTAMs

I learned a lot this week.

On Wednesday, I published an article in our International Flight Ops Bulletin. Our normal readership is 40,000, and that usually results in 4,000 or so immediate looks at our blog website.

By Friday, a quarter of a million people had visited flightservicebureau.org.

My inbox overflowed. I’m still replying one by one, with a couple hundred still to go.

The reason? I called a spade a spade, and used a profanity to describe what has become of the International NOTAM System. My own frustration forged the narrative. For many, I tapped into a channel of visceral agreement. For some, however, the word bullshit is not acceptable.

For me, this is not a question of whether or not it was the right word to use. This is not a question of free speech or the First Amendment. It’s not a question of ‘being polite’, or remembering our ‘professional audience’.

It is a question of not holding back. Not having a public and private persona. Not bowing to the stifling rules of Corporate Comms. Not assessing how this might impact ‘the business’. And not being afraid to get it wrong.

We have a voice here at Flight Service Bureau, and we’re going to use it. And sometimes, we might get it wrong. Sometimes, we might cross lines that make people uncomfortable.

In fact, we do that every week. We routinely receive government requests, demands in fact – from Aviation Authorities, from Foreign Affairs Ministries, Company Lawyers – to remove information from our bulletin, to say less, to not call their airspace ‘unsafe‘, not report on incidents at their airports, not voice airlines and pilots frustrations, lest others turn away their business.

And by very definition, sometimes we have to get it wrong. If we craft and control every bit of information, every warning, and every article, editing the life out of the story and the truth, then we’re failing. We’re not being brave enough. Maybe we could have said it differently, but that’s not the point.

This week, when I got 400 emails in an amazing show of support, it made me realise that we are doing this for a large community that love what we do, and that makes me very proud to serve you. Going above 2,000 members in OPSGROUP is major milestone.

We have a clear mission: keep the International Ops community – Pilots, Dispatchers, Controllers, Airlines, Organisations – informed and safe, in an ever-increasing web of bureaucracy, complexity and litigation.

We’ll fight the fight for you, and we’ll tell it how it is.

Mark.

 

 

The problem of Bullshit Notams

 

This article created a firestorm of engagement – several hundred emails and 127,000 people that visited the blog. Most of it was overwhelmingly positive. Some of it wasn’t. Please read my follow up in response.

 

It’s absolutely ridiculous
.

We communicate the most critical flight information, using a system invented in 1920, with a format unchanged since 1924, burying essential information that will lose a pilot their job, an airline their aircraft, and passengers their lives, in a mountain of unreadable, irrelevant bullshit.

Yes CASA Australia, that’s you. Yes, Greek CAA, that’s you. And you’re not alone.

In an unintended twist of irony, the agencies seeking to cover their legal ass are party to creating the most criminal of systems – an unending flow of aeronautical sewage rendering the critical few pieces of information unfindable.

This is more than just hugely frustrating for each pilot, dispatcher, and controller that has to parse through it all; it’s downright dangerous.

If you’re a pilot, you’ll either have already experienced this, or you’re going to – you stuff something up, and then be told: “but there was a Notam out about that”. Sure enough, there it is in black and white (and in big capital letters). Do you think that “but there were 100 pages of them” is going to be a valid defence?

 

Well, it should be. The same agency conducting your post-incident interview is busy on the other end stuffing the system full of the garbage that prevented you from seeing it in the first place.

There are three parts to the problem: the system, the format, and the content. The system is actually quite amazing. The AFTN network connects every country in the world, and Notam information once added is immediately available to every user. Coupled with the internet, delivery is immediate.

The format is, at best, forgivable. It’s pretty awful. It’s a trip back in time to when Notams were introduced. You might think that was the 1960’s, or the 50’s. In fact, it’s 1924, when 5-bit ITA2 was introduced. The world shifted to ASCII in 1963, bringing the Upper and Lower case format that every QWERTY keyboard uses today, but we didn’t follow – nope, we’ll stick with our 1924 format, thank you.

Read that again. 1924. Back then, upper case code-infested aeronautical messages would have seemed impressive and almost reassuring in their aloofness. But there weren’t in excess of 1 million Notams per year, a milestone we passed in 2013. The 1 million milestone is remarkable in itself, but here’s something else amazing: in 2006, there were only 500,000. So in seven years, Notams doubled. Why? Are there twice as many airports in the world? No. Twice as many changes and updates? Possibly. But far more likely: the operating agencies became twice as scared about leaving things out.

And so onto the culprit: the content. The core definition of a Notam is ESSENTIAL flight information. Essential, for anyone tasked with entering information into the Notam System, is defined as “absolutely necessary; extremely important”. Here’s a game you can play at home. Take your 100 page printout of Notams, and circle that ones that you think can be defined as essential. See how many fit that bill.

So why is all this garbage in the system? Because the questions that the creators of Notams ask are flawed. The conversation goes like this:

– “Should we stick this into a Notam?”
– “Yeah, we’d better, just in case”.

How many are actually asking, “Is this essential information that aircrew need to know about ?”. Almost none. Many ‘solutions’ to the Notam deluge involve better filtering, Q codes, and smart regex’s. This overlooks the core problem. It’s not what comes out that needs to be fixed, it’s what goes in.

Even in 1921, we had much the same problem. Obstacle, 18 feet high, several miles from the runway.

Nobody cares. Unless you’ve parked the Eiffel Tower on the threshold, leave this stuff for the AIP. And nobody cares about kites either. Nor about goat-grazing times. We don’t care if your bird scarer is U/S. We don’t care if there’s a cherry-picker fixing a bulb somewhere. We don’t care when you’re cutting your grass.

Nor do we care about closed taxiways. The only way I can get onto a taxiway is with an ATC clearance, and ATC will not clear me onto a closed taxiway.

We care if the airport is going to be closed when we get there. If we’re going to have to divert because the runway is shut. If someone might shoot at us. If there are new rules. We care about the critical items, but we won’t see them as things stand.

And so, about here is where a normal editorial piece might end with “we hope that the authorities improve the system”, and sign off.

 

But not here.

We’re in the business of doing things here at FSB, not just talking about them.

Last year we wrote a few pieces about the Greece vs Turkey Notam battle. This month we did a group look at Briefing Packages, and it was astonishing to see how many pages of this diplomatic drivel still appeared in all our members’ Briefings. All in all, on average 3 full pages of every briefing for a flight overflying Greece or Turkey contained this stuff.

So, we sent Greece a polite AFTN message on behalf of all of us.


That’s just one piece of a thousand-piece puzzle, and it would be nice to think that one piece at a time we could fix the sytem. Let’s get real. It’s a monster, and it’s out of control.

We don’t think that we can fix the Notam system.

But, we can think about a different solution. And that’s exactly what we’re doing right now in OpsGroup. With almost 2000 members, we can make a difference. Watch this space. Or, if you want to help take action, send your thoughts to goatams@ops.group.

 

 

 

What altitude is ‘safe enough’ to overfly a Conflict Zone?

Most conflict zone guidance from Aviation Authorities is based on the risk posed by MANPADS – Man Portable Air Defence Systems, or more descriptively – Shoulder Launched Surface to Air Missiles (SAMS).

Large-Unit SAM attacks on aircraft are uncommon – MH17, removed from the sky by a Russian-made Buk missile, was the first aircraft to be shot down by a large SAM unit since a Siberia Airlines Tupolev in 2001. These large units – requiring a radar system as part of the mechanism – have never been used by terrorists. Almost all incidences involving large-unit SAMs have involved misidentification. There is no safe altitude from a large SAM.

MANPADS, on the other hand, represent a greater threat to aircraft in 2017. These shoulder-launched systems are very portable, and far more likely to fall into the wrong hands. Common ranges are in the 10,000 – 15,000 ft range. The most dangerous is the FIM-92 Stinger, which has an operational ceiling of 26,000 ft (and there is concern that these have reached anti-government rebels in Syria)

The internationally promulgated standard safe altitude for overflight has now become about 25,000 ft AGL. Most CAA/State guidance is issued based on this number. There are two important points for aircraft operators to note:

    • That is 25,000 feet Above Ground Level. A missile could easily be launched from a mountain, or higher ground, so if you take 25,000 feet as your safety margin, make sure to add the terrain elevation beneath. In South Sudan, for example – Juba is at 2,000 feet – most of the country is at about this height. So 27,000 feet should be the minimum safe level, and you can work with FL270.
    • This is based on the assumption that we’re not worried about Stingers. Especially in the Middle East, a higher safe altitude might be better. FL300 seems like a good place to start.

 

References:

Airbus Flight 101 – Relief to Haiti

After Hurricane Matthew last week, MTPP/Port-au-Prince (Toussaint Louverture) became a central focus in relief efforts for Haiti. One of our OPSGROUP members, Airbus Industrie – took an A330 that’s normally used for testing, and flew it with supplies from France to Haiti.

Thanks Pedro @Airbus for this flight and trip report – and thank you for your contribution to the relief effort as well. All the crew members on board were volunteers.  We’re very proud to have you as a member of our group.

departure

Report from Pedro Dias, Airbus Industrie:

RELIEF FLIGHT TO HAITI – FLIGHT AIB101 – AIRBUS A332

A request from NGO has raised to carry to Haiti 25 tons of medical equipment, first aid supplies, portable water station as well as a team of 40 people (28 military Rescuers, 4 doctors and nurse, 8 NGO staff). Airbus, thru the “Airbus Foundation”, responded positively and offers to help providing our A332. This aircraft is a test aircraft, partially equipped with pax seats and offer the full capacity of its cargo. On Monday 10th October we were ready to go!

First stop in LYS where all the NGO equipment was stored, after a short night Cargo and passengers were on board ready for a 9h30 flight.

Airbus team and volunteers on board AIB101 enroute to Haiti

Airbus team and volunteers on board AIB101 enroute to Haiti

AIB101 T/O @ 05H45UTC

Nice flight with some turbulence approaching the Caribbean Area… This long flight gave us the opportunity to talk with our fellow passengers and understand their motivation to go to such devastated places. Very interesting dialogue, which made all of us understand that we are lucky to be where we live.

haiti1

After overflying a small part of the Island we’ve been cleared to land. On the ground a B747 was already there, offloading equipment sent by French government.

Handling was efficient but slow, as could be expected, and the airport was a bit messy due to Matthew but also to the heavy work on the airport, have to be careful of all trucks and excavators crossing taxiways and parking with no radio contact!!!

tail

We had to wait for customs to clear our cargo, finally everything went smooth and after less than 2 hours on the ground we were ready to leave. Fuel was not available, things have changed since I guess, we planned a fuel stop at PTP (Pointe-à-Pitre, Guadeloupe) before flying back to Toulouse.

ramp

2h Flight to PTP, then 2h on the ground and after a 08h00 flight it was 0550Z on Wednesday when we landed at Toulouse after 24h around the clock for this tiring but really rewarding flight.

All crew and Airbus team were volunteers to help on this flight, we know that what we bring is a drop in the ocean but we expect it will help people there, and we hope many more flights will follow soon”

Thank you Airbus and Pedro for this report!

 

Pan Am, 727’s, and 1977 …

This afternoon I took a boat across the river to the Jersey side  and looked back at New York City; amongst the skyscrapers in Midtown one stood out – the MetLife building. It seemed familiar – and I wondered why. I realised it was once the PanAm building: in a different era, this was the headquarters of Pan American World Airways.

pan-am-3

Most interestingly, there was once a helicopter service, operated by PanAm in 1977, that connected downtown Manhattan with JFK, if you had a First or ‘Clipper Class’ ticket on a PanAm flight. The helicopter transfer, from the helipad on the roof of the PanAm building, took about 7 minutes – compare this to the 1 hour and 7 minutes it takes to get out to JFK these days – if you’re lucky.

1984-ad-pan-am-one-free

Today, a couple of blocks west of the former PanAm building sits a lonely Concorde beside the Hudson, another nod to a time when aviation seems to have offered more convenience and speed than it does today.

intrepidtws11

So, the question is whether this is nothing more than nostalgia, or whether things were indeed, in some way, better back then. Everyone will have their own answer to that – we’ve lost  Tristars with elevators, DC-8’s with their chrome and diesel and smoke and crackle, 727’s and Bac 1-11’s with their rear airstairs – and what have we gained? The newest arrivals – the C Series, the A350, the 787 – are sleek, fuel efficient, and open up new routes that weren’t possible before – but are pretty unspectacular.

No doubt though, the generation that got to fly and operate these aircraft looked back on the days of Flying Boats and DC-3 with equal fondness. I wonder whether the aircraft coming off the production lines today will evoke the same thoughts.

In International Flight Operations, though, it must be said that things are much improved. Compared to the era that spans the 70’s to the 90s, we’ve now got vastly improved flight planning systems, more direct routes, much better navigation systems, and we’ve largely moved from SITA, phone calls and fax machines to email when it comes to organising those flights. For the Dispatcher and Planner, there is no doubt that life is far easier. Even ten years ago, trying to arrange handling anywhere outside the US and Europe would take days to set up – now, the same trip can be arranged in 30 minutes.

We do have some new challenges. Airspace safety – and the risk to our aircraft overflying unstable regions, is of more concern now than at any time in history. Since MH17 two years ago,  there have been many new areas to avoid. But how to know where, and why? Through The Airline Cooperative and OPSGROUP, we’ve worked as groups of Dispatchers, Controllers, and Pilots to share information so that when one person becomes aware of new information, everyone gets to hear about it. Our shared map shows the current status at safeairspace.net.

safeairspace-net

As a group, we’ve also been creating some new tools that help us – Aireport is our shared review site, where we can let each other know about good and bad experiences with Handlers, Airports, and ATC – whether it’s service, procedures, changes, or avoiding a fuel stop that’s going to cost you a fortune.

aireport-co

Maybe the biggest problem with all this new access to information is the overload one – the internet is the equivalent of a Shannon to Singapore NOTAM briefing. 80 pages of crap with a couple of important things stuck in the middle. Sometimes those important things are good to know, sometimes it’s critical information.

So how do you find those couple of critical things on the internet? You won’t have any trouble finding Aviation sites, but if you are managing an International Flight Operation of any sort – whether you’re the pilot, the dispatcher, the controller, the regulator, the ramp agent – whoever: how do you find out what’s new that will affect your flight.

That’s the question that bothers us at FSB every day of the week. We literally work on this every single day – and every day it becomes a little easier. Every Wednesday, we squeeze and condense the things that we’ve discovered this week into our weekly International Ops Bulletin – removing as much as possible until you’re left with only the critical stuff. The biggest source, and greatest help – is our amazing group of people in OPSGROUP.

Anyhow, I digress. Back to PanAm …

What is OPS GROUP, exactly?

Yes, it’s the most common question we get. What is OPS GROUP ? Well, we’re not exactly sure yet. The question mark may well be part of the name, because to us it represents both a lack of constraints and limitless possibility. A beginners mind.

The energy within the group has astounded us. The OPS GROUP team has answered over 200 questions from members, but that engagement is not what surprised us. When we put questions back to the group ( in the form of curated Members Questions), the willingness to help, share and assist others is what did.

So, what we’re seeing is that amazing things happen when you connect similar, but different, people. In the Industry, we have great groups for Airlines (IATA, and our own Airline Cooperative), Business Aviation (NBAA), ATC (CANSO), Private Aviation ( AOPA). But they all combine like with like.

Like the best relationships,  matching with a little bit different is far more interesting.

OPS GROUP – sticking with the big letters – brings everyone together in INTL FLT OPS. We all share the same airspace and go to the same airports. We all struggle to stay up to date, find most Notams confusing, hate having to organise permits, and wonder what will be next to change on the North Atlantic. Ask us to go somewhere new, and watch the stress levels rise.

What happens when

And so we have a weird and wonderful group. The all-alone Corporate dispatcher, the overworked B777 F/O, the midnight supervisor at Eurocontrol, the grumpy Airline Dispatcher (yes Eric, that’s you), the permanently-airborne G4 driver, the Airbus ops team, and of course the Boeing guys and girls, the Irish ATC supervisor, the German Airline COO, the Russian CAA guy, the Australian meteorologist, and many hundreds more. Fast approaching 1000 members, in fact – and therefore becoming more useful for everyone. Literally hundreds of experts within the group.

When we started, we thought that OPS GROUP would just be a collection of people that wanted updates on International Ops from our Flight Service Bureau. We still run our now famous bulletin every Wednesday, and our Lowdowns, Ops Notices, Alerts, and Special Briefings – but the group is becoming huge amounts more than just receivers of information.

Personally, I think the key value of the group is it allows each one of us to feel more connected to International Flight Ops. Realising that there are hundreds of others in the same position that appreciate both your question and the group answer.

So, if I could try to best summarise OPS GROUP right now – it’s a secure environment where you’ll be ahead of the relentless changes in International Flight Ops, you’ll directly receive all FSB summaries of the big changes, can get answers from the team or the entire group for that troublesome ops question. You also get to feel really good when you share new information with the others, and answer the question that you’re an expert on.

But really, we’re still not quite sure what OPS GROUP is. Maybe when we pass 2000 members it will become clearer. Let’s see.

More about OPS GROUP:

 

Berlin’s Air Corridors – still alive?

It’s a generation ago, and the airway chart landscape is unrecognisable today. For 40 years however, there were only three tiny corridors that allowed a flight into East Germany. In terms of International Procedures, this was one that you really didn’t want to get wrong.

Looking back, it’s fascinating to see the restrictions that were placed on international operators flying into Germany. The warnings are printed in bold. Aircraft will be fired upon. And that threat from the Soviet Union was real – most of us recall the shooting down of Korean 007 in the Sea of Japan in 1983 – and, lesser known, another Korean flight – Korean 902 – over Murmansk in 1978.

Assuming you kept to centreline, the Soviet authorities limited overflight to FL95, and if there was an aircraft in front of you, even a turboprop, you slowed down to follow; no overtaking was allowed.

In practice, therefore, the centre corridor was the most used, because it was the shortest and limited the time restricted to FL95. Traffic was controlled by the Berlin Air Route Traffic Control Centre (BARTCC), and monitored by these guys at the Berlin Air Safety Centre – who issued the overflight permits required.

Berlin_Air_Safety_Center_DF-SN-83-08062

A request for an overflight permit for East Germany resulted in one of three outcomes:

  • Permission Granted, Safety of Flight Guaranteed
  • Permission Granted, Safety of Flight Not Guaranteed
  • Permission Denied

Radar coverage from the Berlin ATC Centre is shown below. In 1952, an Air France flight from Frankfurt to Berlin, operated by a DC-4 came under sustained attack from two Soviet MiG 15 fighters while passing through one of the corridors. The attack damaged the aircraft severely, and the PIC made an emergency landing at Tempelhof with two engines shut down. The Soviet military authorities claimed the Air France plane was outside the air corridor at the time of attack.

Bild-LuftkorridoreBerlin1989

Berlin_Air_Route_Traffic_Control_Center,_1987.JPEG

 

 

 

This chart from our own archives shows the Airways structure in 1970.

Chart
And so to today. Long forgotten restrictions of the past, right? Well, not really. We only have to look a little further north-east, about 500km – and we find the Kaliningrad FIR – in some respects an ongoing relic from the Cold War.

Kaliningrad FIR Map

 

It sits neatly into the Eurocontrol Upper Airspace Map, but in practice, it doesn’t fit into the European ATC picture quite so comfortably. If you squint closely at the skyvector chart for the area, you’ll see that the airways in the Kaliningrad FIR are black – and everywhere else is blue.

Kaliningrad Routes

This is because, first of all, prior permission is required from Russia to overfly the FIR, as Kaliningrad – until 1945 part of Germany –  is an “Oblast” of the Russian Federation. This permission must be obtained from Moscow at least 72 hours prior to flight using Form N, and on approval, is valid for 48 hours.

Looking more closely, you’ll see that there aren’t a lot of useful routes – and they don’t line up with the rest of the system. Few airlines, and even fewer private flights, operate through this airspace. Your most likely route north-south will take you to BOKSU – squeezed in between Kaliningrad and Belarus – not as restrictive, but still requiring prior permission.

 

Similarities between Kaliningrad and Berlin end there, but there are enough to be of interest to the international operator.

Brexit for Aviation: Meaningless

If the media were to be believed, the impending doom of Brexit – Britain’s Exit from the European Union – will change the aviation landscape in the EU for ever. So, today you’ll be busy trying to figure you how this affects your operation. But what if it won’t?

Well, it won’t. Not even a little bit.

The trouble is, that’s not an angle that’s going to sell newspapers or ads on TV; so the Tier 1 media like the BBC and the Telegraph have to run stories that focus on how much this is going to affect everyone. If it wasn’t really going to affect a lot of people, then that’s not a story, is it?

And so, the aviation media – in suit – have to find the story for aviation – because, being such a headline story, it must be going to impact aviation across the board, right?

No. And here’s why.

1. The UK is not part of the Schengen  Area  – the common EU travel area. Brexit does not change that. Immigration procedures will not change.
2. The UK does not use the Euro as its currency, so Brexit has no effect. The value of the UK pound is, in the long term, likely to remain stable against the Euro, once the hype is over.
3. The UK is part of the European Common Aviation Area (ECAA) – and will remain so, even if some aspects are renegotiated. So traffic rights, open skies, and all the other benefits to both the UK and other ECAA members will stay the same.
4. The UK is part of Eurocontrol and will remain so. There won’t be any changes to Flight Planning procedures.
5. And for the rest, Shanwick will continue to control the east side of the North Atlantic.  Overflight Permits will still only be required for special case aircraft. Slots will be needed for busy airports. Heathrow will remain congested. Navigation charges will remain expensive.

As an aside, because the value of the UK pound is about the only thing that has a real impact for operators – what we’re currently seeing in the share and currency markets, we believe, is the result of the media hype. IATA estimated “the number of UK air passengers could be 3-5% lower by 2020, driven by the expected downturn in economic activity and the fall in the sterling exchange rate”. It could also be 3-5% higher. It’s all speculation.

For any International Operator expecting operational change because of Brexit – don’t. We firmly believe there won’t be any.

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