International Ops 2018

Flight Service Bureau | OPSGROUP

Category: News Item (page 2 of 14)

L888 – The Silk Road Airway

We received this interesting question from one of our Opsgroup members this week:

FSB said: ZSZZ/China There are four airways over the Himalayas (L888, Y1, Y2, Y3) which the Chinese authorities will only let you use if you have ADS, CPDLC and satellite voice communication, and operators need to verify their equipment with them at least 60 days in advance! So they recommend that only regular scheduled flights apply to use these airways.”

Member said: We’ve not been allowed to fly these routes, costing time between Europe and Hong Kong. I’ve been unable to get a direct answer of why not from our local Universal Aviation reps except, “the authorities won’t allow it”. Per above, there appears to be a procedure to use these airways. What is the process to gain access to these airways? Our equipment is Gulfstream with everything including the kitchen sink.

We will start with the answer:

Answer: The process to apply for access to these airways is found in AIP CHINA Section ENR 3.3.2.4 “L888, Y1, Y2”.

Excerpt from AIP CHINA published by CAAC

_________________________________________________________________________________________________________

12. Flight application

12.1 A formal application shall be submitted to Air Traffic Management Bureau of the Civil Aviation Administration of China before air carriers operate data-link route, the application shall include:

” City pairs;
” Schedules;
” Starting time;
” Type of aircraft used;
” Satellite telephone numbers for the fleet;
” Procedure of emergent escape. (Y1, Y2 exceptive)

12.2 Flight plan notification of data-link capability is required before data-link services can be provided.

12.3 Aircraft equipped with serviceable ATS data-link equipment shall fill in ICAO flight plan forms as follows:
a. Advice of data-link capability shall be included in Field 10 (Communication and Navigation) by using an abbreviation “J”. b. Advice of available data-link media shall be included in field 18 by use of the prefix DAT/followed by one or more letters, as follows:

” DAT/S for satellited data-link,
” DAT/H for HF data-link,
” DAT/V for VHF data-link,
” DAT/M for SSR mode data-link,
” DAT/SAT for satellite phone.

12.4 Serviceable ADS equipment carried will be annotated by adding the letter D to the SSR equipment carried.

12.5 Air Carriers are required to provide a list of satellite telephone numbers with each aircraft which flying along route L888, Y1, Y2.

The contact details to make such an application are:

Operations Management Center
Air Traffic Management Bureau
Civil Aviation Administration of China
Telephone: 86-10-64091213
Facsimile: 86-10-65135983

_________________________________________________________________________________________________________

Now, onto the interesting stuff. The process requires submission of a “Procedure of emergent escape”.

The available alternate airports for route L888 are (according to the AIP);

  • Kunming airport;
  • Chengdu airport;
  • Urumqi airport; and
  • Kashi airport.

This is where it can get a little complicated. The handful of “air carriers” authorized to operate over these airways have type specific ‘escape’ procedures such as this example which shows a B777-300ER ‘Depressurization Terrain Considerations’ on Y1.

There is also the consideration of additional crew and passenger oxygen. The GRID MORA is over 20,000ft for several hours.

If you’re flying routes over this airspace regularly with the same aircraft, meet the onboard aircraft requirements and are willing to invest in developing type specific escape procedures, then a submission to CAAC might be in order. Even then, it’s a complicated approval process and there is always the potential requirement to carry an approved onboard navigator for travel to certain domestic airports. Another tip we picked up was to make sure you don’t change callsigns between the submission of your application and the date you fly. Some flightplans have been getting rejected close to departure due to callsign confusion.

 

Our conclusion: Not a huge value add for most non-scheduled operators.

If you however do get to travel down L888 – pack a camera – because WOW!

Some extra information to show off next time you’re in the pilots’ lounge…

As you’ll probably already know, the Silk Road or Silk Route was an ancient network of trade routes that were for centuries central to cultural interaction originally through regions of Eurasia connecting the East and West.

The concept behind the Silk Road initiative was not new. As long ago as 1997, the Australian airline QANTAS commissioned a study that crossed part of the Tibetan plateau which determined that there would be substantial benefits for their B747-400 aircraft, and that suitable depressurization escape routes were able to be determined. As recently as 2013 ICAO was working to expand routes over this airspace.

“ICAO presented information on a possible high density routing initiative for traffic from Southeast Asia or Southern China to Europe via north of the Himalayas, taking advantage of the latest Performance-based Navigation (PBN) navigation specifications. The Silk Road initiative was a proof- of-concept ATS route study, utilising RNP 2, RNAV 2 or RNAV 5 navigation specifications, and was first presented to the Asia/Pacific Regional ATM Contingency Plan Task Force (RACP/TF) as a possible future contingency system for traffic operating on Major Traffic Flow (MTF) AR-4, in case of airspace unavailability in South Asian FIRs.”

Further Reading:

FSB and OPSGROUP win bid to control 1.8 million km area of Pacific Airspace

Clipperton Oceanic starts operations today, and is the worlds newest piece of airspace.

This one is different though – the users are in charge.

Flight Service Bureau, together with OpsGroup, takes official control today of the Clipperton Flight Information Region (FIR) in the South Pacific, a 1.8 million square kilometre chunk of airspace west of the Galapagos Islands and north of Tahiti. The FIR has been unused since 1958, when the Clipperton Oceanic centre and radio service closed.

Announcing the news in an official Press ReleaseFrancois Renard, PM of the Clipperton Government said: “We are a little island but we are proud of our history in Pacific aviation. The years from 1937-1958, when Clipperton Oceanic was a name known to all passing aircraft, are looked back on fondly here. Now, we look forward – to a resumption of traffic on these once busy routes, and we are confident that FSB and OpsGroup are the key to making this happen”.

For the first time, regulations are set by the users. There is no requirement for PBCS, RNP, ADS-B, ADS-C, GNS, GNSS, HLA, MNPS, RLAT, RLON, SLOP, or any of the other exponentially increasing acronyms that operators struggle to keep up with. No LOA’s, no slots, no delays. And no ramp checks. There are no Notams. Although it is large, it’s a simple piece of airspace, and that allows for a simple approach.

Juergen Meyer, a Lufthansa A350 Captain, and a long standing OpsGroup member said: “We’ve seen enough. Ercan (the Cyprus based Turkish ATC centre) doesn’t officially exist, yet you have to call them every time. French Guyana seems to have abandoned their ATC centre. Several African countries have outsourced their entire Permit Department, meaning you have to pay extortionate amounts just to secure a routine overflight. Greece and Turkey continue to hijack the Notam system for a diplomatic war. CASA Australia, like many others, continues to publish absolutely unreadable Notams, endangering safety. Nobody dares to enter the Simferopol FIR. The French ATC service is on strike more often than they are not. Libya lies about the security risks at their airports. Egypt and Kenya refuse to publish safety information because it would harm their tourism.”

Jack Peterson, an Auckland based operator of 2 G550’s, said: “If all these agencies can exist with a poor service, then why not try something different? Clipperton puts the users in charge, and we get to decide whether any of these rules or procedures actually serve us. Now that we have our own airspace, we can make it safe and user-friendly rather than user-hostile. And the South Pacific is the perfect place to start.”

FSB have also banned Ramp Checks within the region, a practice where pilots are taken hostage by the local Civil Aviation Authority during routine flights, and held accountable for the mistakes of their company, not being released from the ordeal until they submit with a signature.

The Clipperton FIR has a chequered history. The island is named after a Pirate (John Clipperton). First activated in 1937, Clipperton Oceanic Radio provided a Flight Information and Weather service to trans-Pacific flights for 21 years, until it lost funding from a French-British-American government coalition in 1958.

In 1967, the Soviet Union attempted to takeover the airspace, offering to build several Surveillance Radars on the island. That was seen by the United Nations as a cover story, with their interest being more likely centred on having additional monitoring territory proximate to the US.

Since then, the Flight Information Region has remained dormant, appearing in most Flight Planning systems as “XX04”. Until the agreement with FSB, no service of any kind was provided.

The Clipperton FIR, still marked on the Skyvector chart as “XX04” (Click to expand)

The move has been seen by some observers as similar to the delegation of control of Kosovo airspace to Hungary in 2013, under a 5-year agreement that will likely be extended. Reinhard Kettu, newly appointed Oceanic Director, FSB, commented: “It’s not really the same thing. The Kosovo thing was just a delegation of Air Traffic Control, and at that, just for civil aircraft. Here, in Clipperton, FSB is taking full control of the aviation system. That will allow us to introduce an across-the-board user-first system.

On the Notam issue, FSB founder Mark Zee commented: “We’ve made things really simple here. Critical Notams, for the most part, tell us of a binary Yes/No for availability. Runway closed, ILS unavailable, Frequency u/s. It’s basically an On/Off switch, and the existing system handles that pretty well. When it comes to everything else, they fail, badly. So much rubbish about unlit towers, cranes, birds, and the rest. That makes up the noise. So, we’ve banned them in this new airspace, while we work on a better system. We will notify operators through the DCA of any withdrawn essential service or facility, for example if our HF is broken. Nothing else.”

Operationally, there are two new airways, UN351 and UN477, with 8 associated waypoints. HF is provided on the South Pacific MWARA Network, on the same frequencies as Auckland, Brisbane, Nadi, and Tahiti – 5643 and 8867 will be the primary ones.

Flight plans should be addressed to NPCXZQZX and NPCXZOZX. Although only HF is required to enter the airspace, CPDLC is provided and the AFN logon is NPCX. To begin, only a Flight Information Service is provided; no alerting, SAR, or Air Traffic Control service is part of the agreement. The rest is detailed in Clipperton AIC 03/18.

FSB and the Clipperton Government have also partnered with Thales and the KPA Military Construction Unit in a US$27 million agreement to build an entirely new Oceanic Control Centre on the Island, to be completed by 2021. “Until then, we will rely on HF and position reporting, but from 2021 we will be able to use space-based ADS-B”, said Mr. Kettu.

Clipperton Oceanic welcomes all. If you’re passing, say hello on HF. And if you’re planning to enter the airspace, make sure to read AIC03/18.

Media contacts:

Further Reading:

New route requirements for Iceland

There are some new route requirements for eastbound departures from BIKF/Keflavik and BIRK/Reykjavik. Two new waypoints, PODAR and RAPAX are being introduced from Mar 29 onwards.

Below is the updated version of Iceland AIP ENR 1.8.4.1.3.7 which explains exactly how you should file your flight plans to/from both BIKF and BIRK, and the new routes are highlighted:

To make all this blurb easier to understand, the good folks at Isavia have published some handy graphic presentations of the requirements for eastbound departures from BIKF and BIRK:

If you follow the guidance and flight plan accordingly, you should avoid any nasty last-minute “FPL REJ” messages!

Further reading:

  • You can check the full Iceland AIP online here.
  • For a summary of all the NAT changes, including EGGX/Shanwick, CZQX/Gander, BIRD/Iceland, ENOB/Bodo, LPPO/Santa Maria, and KZWY/New York Oceanic East, click here.

New rules for charter flights to Greece

On Mar 23, the Greek CAA introduced a new rule requiring charter flights on non EU-registered aircraft with up to 19 seats to apply for an annual TCO license before operating to Greece.

This is in addition to having to obtain the standard landing permit, as well as the TCO approval from EASA.

So far, the CAA haven’t officially published an English version of the new rule anywhere, although they say that it will be updated in the AIP at some point. But as handling in Greece is mandatory, they decided to distribute the information to all handling agents & aviation service providers in Greece for them to notify their customers directly.

Click here for the translated version of that document, with all the info you need to know about how to apply.

It looks like you can’t apply for this new TCO license through the CAA directly; you can only do so through your “legal representative in Greece” – which can be your handling agent, allowing at least 5 working days to obtain the license if all submitted paperwork is correct.

Fixing Notams – we’re on it. Help us.

OK. We’re done writing articles about it, and making goat jokes – we’ve moved the “Fixing Notams” job to the top of our list..

OpsGroup is all about information – getting the essential risks and changes that flight ops personnel need to know about into their hands without delay. Our group agrees – plenty of colourful comments on Notams from members.

Now we want your ideas and opinions on the fix.

Here’s our ask:

1. Rate the current system – and then click the things you would like to see.

2. If you’re in charge of a group of people – whether you are the Chief Pilot at Lufthansa, the Tower Chief in Shannon, or manage an Ops team of two – Get this out to your people and ensure everyone has their say.

Forward this to your team of ATCO’s, Pilots, Dispatchers:

We especially want to hear from pilots, controllers, and dispatchers, and if you read on, you’ll see why.

Do it like this:

  • Send them the survey link: https://fsb1.typeform.com/to/irZiFM
  • OR, click here for a magic pre-written email
  • OR, send them a link to flightservicebureau.org/notams
  • OR, share this facebook post:

The survey direct link is: https://fsb1.typeform.com/to/irZiFM


The Solution

If you took the survey, you saw this:

That part is pretty easy – presenting the Output of the system is a straightforward enough task.

The Input part – that’s where the real work is.

First, we are working on an Artificial Intelligence answer to finding Critical Notams in the current legacy system. This will allow us to present the data flow in order of what matters, and leave those cranes, birds, and grass cutters right at the bottom.

Second,

If you read my article on MH17 – a darker truth, you’ll understand why it’s important to open up the system to allow a trusted group to shape the information flow.

That begins with Pilots, Air Traffic Controllers, and Dispatchers. I have the great fortune to be all three, and it’s very clear to me that just like Trip Advisor – and our own “Airport Spy” in OpsGroup – this idea will work. We’ve already seen in OpsGroup how much we trust the information from other users in our group.

It’s key to the future trust of the Notam system. Which we should rename, but that’s another days work.

If you got this far, thank you for being part of the solution! You can always write me a note at mark@fsbureau.org

Thanks!
Mark.

How to survive a French ATC strike

There’s a normal pattern to French ATC strikes – controllers who are unhappy about a range of issues (mainly salaries and labour reforms) announce they plan to take industrial action, Eurocontrol puts a plan in place to mitigate the disruption as best as possible, and airlines start cancelling flights – sometimes voluntarily, other times under the instruction to reduce their schedules.

The Notams that get published prior to these strikes are often the same, and tend to be fairly vague. That’s because they never know exactly how many staff will go on strike until the day itself, when they look around the control room and count the number of empty seats.

Generally though, the smaller airports tend to have the harshest restrictions applied, often with periods where no ATS services are provided at all. During the really big strikes, the larger airports can get hit pretty hard too, and when Notams start getting published saying “MINIMUM SERVICE GUARANTEED”, that’s when you know that things are getting serious – as that basically means that only 50% of FPLs are being accepted (the absolute minimum allowed under French law, regardless of whether or not a strike is taking place).

Each French ATC strike is different, but there are some things that are pretty much the same every time. Here is what you need to know, in order to survive!

Before the strike starts…

For the most accurate pre-tactical info on French ATC strikes, the Eurocontrol page is the best place to go. They will always publish the latest updates in the “Network Headline News” section at the top of the page. They even host teleconferences prior to the strikes, where a bunch of their ATC personnel jump on a call with airlines and other interested parties to discuss what they think will happen, and what plan they have come up with to mitigate disruption.
https://www.public.nm.eurocontrol.int/PUBPORTAL/gateway/spec/

During the strike…

For real-time updates of any airspace issues once the strike has started, keep an eye on this handy French ATC webpage: http://dsnado.canalblog.com/

For smaller airports, best check the Notams directly, as they might get forgotten about in the deluge of information that gets published and endlessly updated for the other larger airports.

Reroutes…

The advice about reroutes during French ATC strikes seems to be almost exactly the same every time. Always double-check the latest info on the Eurocontrol page just in case something is slightly different, but here’s a break-down of what to expect…

TANGO Routes
(Don’t know what these are? Read “The Three Sisters” for more info!)

All the Tango Routes are subject to higher than normal demand when strikes are on.

All flights intending to route to/from Canaries, Madeira and mainland Portuguese and Spanish destinations via the Shanwick Oceanic Control Area (OCA) are usually requested to flight plan via published routes T9, T213 or T16.

Westbound traffic to North/Central American destinations intending to enter the Shanwick OCA via entry points LASNO, TAMEL or OMOKO are usually requested to FPL via BEDRA in order to avoid those entry points associated with Tango routes.

Similarly, westbound traffic to North/Central American destinations and intending to enter the Shanwick OCA via entry points BEGAS, DIXIS, BERUX or PITAX are requested to FPL via PASAS.

Three other things to remember:
1. During the strike period, ATC normally won’t let you cross from one Tango Route to another.
2. If you’re entering the Shanwick OCA, you must have HF radio.
3. For oceanic clearance during the strike, you need to make sure you request your oceanic clearance 40 minutes before entry to the ocean.

Re-routes through Algeria
If you want to avoid French airspace by flying through DAAA/Algeria instead, you can do so – and until the end of the strike, you won’t have to get an overflight permit. Just make sure you send a new FPL (plus any subsequent DLA messages) to DAAAZQZX and DTTCZQZX addresses, as they will not have received the original FPL.

Depending on where you’re flying to/from, here’s what you need to do:

1. All traffic overflying DAAA/Algeria airspace with destination within the LECB/Barcelona FIR must file via point LUXUR at FL300 or above, and at only EVEN flight levels. (Traffic with destination LEPA/Palma via LUXUR should FPL UM134-LUXUR-GENIO-UN859-OSGAL with STAR OSGAL.)

2. All traffic departing from the LECB/Barcelona FIR and overflying DAAA/Algeria must file via point SADAF at FL310 or above, and at only ODD flight levels.

3. All traffic departing from LEPA/Palma to any airport in DAAA/Algeria must file max FL290 over point SADAF. Departures from LEPA/Palma must also file SID MEBUT: MEBUT-NINES-UM134-OLMIR-UN861-SADAF at FL290.

4. Entering GMMM/Morocco via DTTC/Tunisia and DAAA/Algeria:

  • Route: DOPEL UM126 KAWKA UG14 CSO UA31 CHE should be used. DAAA/Algeria ATC will tactically approve direct routing to ALR where possible.
  • Route: DOPEL DCT LUXUR SADAF CHE cannot be planned.

5. Entering DAAA/Algeria and DTTC/Tunisia then LIRR/Italy from GMMM/Morocco:

  • Route: CHE UA31 CSO UG14 KAWKA UM126 DOPEL shall be used. DAAA/Algeria ATC will tactically approve direct routing from ALR where possible.
  • Route: Traffic between DAAA/Algeria and DTTC/Tunisia via SADAF-KAWKA at FL300 and above (only even flight levels).

Re-routes through Tunisia
Tunisia also let operators fly through their airspace when there’s a French ATC strike on, without having to get a permit. Just make sure you copy your FPL (plus any subsequent DLA messages) to DTTCZQZX and DTTCZRZX.

Even when there’s no strike going on, there are a bunch of routes you can use through DTTC/Tunisia airspace that do not require overflight permission. These are:

a) Traffic between DTTC/Tunisia and DAAA/Algeria via DOPEL-LUXUR at FL310 and above (only ‘odd’ flight levels)

b) Traffic between DAAA/Algeria and DTTC/Tunisia via SADAF-KAWKA-DOPEL at FL300 and above (only ‘even’ flight levels)

During the strike, they also open up routes connecting LMMM/Malta with DAAA/Algeria, for flights from Europe to Africa and South America. For that, you should file FPL using following routes:

  • Route: PAN – BIRSA – ELO (after ELO traffic can fly DCT GHA) at FL195-465 to be filed for traffic destination West Africa and South America, or
  • Route: PAN – RALAK – EBA at FL195-465 to be filed for traffic destination South/South West of Africa.

Cape Town – No Fuel!

FACT/Cape Town is facing a fuel restriction, no fuel available as of now (20 MAR 2018). The reason for the restriction is not known, but we have reached out to several suppliers who have all confirmed the same information.

We’re checking up to find the reasoning, as well as an estimated date of availability.

If you have any additional information, you can reach out at team@flightservice.org

New Unsafe Airspace Summary and Map

March 20, 2018: One of our biggest missions in OPSGROUP is to share risk information and keep operators aware of the current threat picture. The latest Unsafe Airspace Summary is now published, and available to members here as a PDF download (Unsafe Airspace Summary 20MAR2018, edition LIMA).

The main changes since the last summary are below. For a current risk map, refer to the Airspace Risk map in your member Dashboard.

The situation in Afghanistan remains similar. On March 13, Germany added wording to maintain FL330 or higher,  still recommending against landings at Afghan airports.

Germany also issued updated NOTAMs for Mali, Iraq, and South Sudan. All warnings remain as previous, unchanged from the prior NOTAMs.

PBCS PITA – here’s the latest Rumours and Facts

Well, we’ve been up all night on this one. PBCS is a bit of a minefield right now. But, very cool to get so much OPSGROUP input on this – about 100 replies. We have straightened out the Rumours vs Facts below, and this is our best shot at the present picture of PBCS.

Don’t take any of it as total fact, but we have redacted the best picture from the various experts in the group (and there are some great people – we should say a big THANK YOU!).

Got corrections? Comments below …

Oh for the days of HF and a dodgy INS accurate to about 6 miles. Anyhow ….

Results after OPSGROUP input – updated March 16th, 2018

RumourFact
PBCS is being delayed for a year.ICAO set the roll-out of PBCS as March 29th. It’s up to each individual country to implement. Each country is setting the requirements for their operators differently. The FAA requires a new A056. EASA operators mostly don’t need any new paperwork. There is no delay for the introduction of PBCS (but read on for the FAA extension).
FAA - A056 update requirement is being delayedTrue. What is being extended is the A056 LOA authorization renewal deadline, to June 30, 2018 for private (Part 91) operators only. Notice N 8900.445 has now been updated, and is available here: http://fsims.faa.gov/wdocs/notices/n8900_455.pdf
If you don’t have PBCS, you can’t fly the NAT TracksTrue and false. Here’s the deal: After March 29th, you need PBCS to operate between FL350-390 on PBCS tracks. If you don’t have PBCS, you can operate only on those tracks FL350-390 that are not PBCS tracks. You can also cross, climb/descend, or route via an entry/exit point that is part of a PBCS track, but that’s it.

There will only be three PBCS tracks until 28th March 2019 (or the filing of PBCS designators reaches the 90% mark, but that’s not likely to happen before then). The NAT OTS Message each day will tell you what the PBCS tracks are. Got it? Cool.
I need a new LOA A056 even if I don’t have or need PBCS [N-reg aircraft]True. All US operators with datalink need a new A056. Let’s write this bit carefully: After March 29th, if you don’t have a new A056 - you definitely cannot use PBCS tracks (since you haven’t yet listed PBCS on your A056).

However, with the new extension to June 30, 2018 for private operators (Part 91), you can use datalink until then - meaning you are not going to be excluded from the NAT DLM airspace other than PBCS tracks. We think we have this bit right - lots of discussion on this one.
There is a backlog of A056 applicationsYes, there is a backlog, best guess is around 1000 applications sitting at the FAA across the country. And this is why the deadline for A056 is being extended to June 30th, 2018 (see above).
Honeywell FMS has a problemTrue. There’s a list of aircraft that won’t be able to get PBCS approval (corrected list below). The Falcon 8X and G650 are OK. Honeywell is working on a fix. Rumoured to take 4 months. Until Honeywell fixes this issue, the FAA will not grant PBCS approval for aircraft carrying the mentioned FMS.
Boeing aircraft have a problemTrue. There are issues with the FMS’s of B747 (Legacy FMC), and B777 AIMS 1. Additionally, some B737 NG’s and MD11’s cannot be PBCS approved at present due to FMS issues.
There needs to be an AFM Statement of Compliance (Aircraft Flight Manual).True. For Bombardier aircraft, they are working on validating the current FANS 1/A+ system with the latest FAA guidance and will update the AFM to state the aircraft PBCS capabilities. The expected date of approval is May 2018 and is conditional on the aviation authorities. For other manufacturers, no info as yet.

These aircraft have Honeywell FMS’s that have the Latency Problem:

  1. All NZ-2010 Equipped Aircraft – NZ-2010 (NZ6.1)
  2. Bombardier Global Express/XRS/Global 5000 – IC-810 (NZ6.1)
  3. Dassault F900C/EX (Primus 2000) – IC-810 (NZ6.1)
  4. Dassault F900DX/EX/LX (EASy II) – EPIC (NZ7.1.2)
  5. Dassault F2000DX/EX/LX/S (EASy II) – EPIC (NZ7.1.2)
  6. Dassault F7X (EASy II) – EPIC (NZ7.1.2)
  7. Dornier 328-100 Turboprop – NZ (NZ6.2)
  8. Gulfstream GV – IC-810 (NZ6.1)
  9. Gulfstream G450 – EPIC (NZ7.1.2)
  10. Gulfstream G550 – EPIC (NZ7.1.2)


Latest Links:

United States – for N-reg aircraft


Canada 

Europe

NAT Region
Happy PBCS’ing!

Sao Paulo’s second airport to regain international status… for nine days

For the first time in over twenty years, the city’s second airport, SBSP/Congonhas, will be open to international flights, from 9-18th March 2018.

This is happening as the World Economic Forum on Latin America 2018 will be taking place in Sao Paulo from Mar 13-15, and as space is limited at the main airport, SBGR/Sao Paulo International, the authorities think they’ll need extra space for attendees’ aircraft. So at SBSP/Congonhas, only BA/GA will be accepted, and nothing larger than 737BBJ / A319ACJ.

This will also serve as a trial period to check if the airport could regain its international status on a permanent basis. Scheduled international flights stopped operating from Cogonhas back in 1985, and the airport finally lost its international status in 2008.

The airport’s runways were resurfaced last resurfaced back in 2007, but were not extended because of the rapid growth of Sao Paulo, which has now completely surrounded the airport. The longest runway is 1940 meters, and the airport is open from 07-23 local time, seven days a week.

Older posts Newer posts
International Ops Bulletin
You are welcome to receive our weekly bulletin on upcoming Airport closures, Security issues, ATC restrictions, Airspace changes, and New Charts
Sent to you every Wednesday
Thanks, I'm already a reader.