ATI Blog

The following is from the IBAC Bulletin 08-1:

Shanwick Oceanic still has a very high proportion of Interventions to prevent GNEs.

The total number of Interventions since the beginning of this calendar year was 74.

Although an Intervention is a safety net that seems to be successful for most of the time there are always holes (3 GNEs were not prevented this year).It is vital that we do not allow these holes in the safety nets to line up. One of the first safety nets has to rest with the crew ensuring that their Oceanic clearances are correct. The majority of these Interventions are as a result of following the flight plan and not the clearance.

Even within that there appears to be another common thread. Attached you will find an Oceanic map for your reference. A large proportion of these Interventions are happening in the airspace east of 15W. For example an Oceanic clearance might be via MALOT – BURAK but the flight plan is MALOT – DOLIP.
The airspace between 15W and Landfall is still Shanwick Oceanic and a safe procedural clearance must be provided in the event of RT failure, Shannon radar failure etc. Although flights will usually be in contact with Shannon Radar after 15W and Shannon may well take them off the original Oceanic clearance (which Shannon is allowed to do) the flight must still anticipate following Oceanic clearances.

Consequently the awareness of crews is drawn to the issue of proper adherence to oceanic navigation procedures and its importance to flight safety.
Crews are urged to uphold the following practices:

• Question clearances if in doubt
• Cross check understanding of clearance
• Cross check FMS and clearance
• Follow clearance to clearance limit
• Follow clearance – not the flight plan

There is research into the possibility of reducing separation standards on the North Atlantic which could provide operators with more opportunity to request optimum routes and levels. It may be that navigation errors such as these interventions may delay that introduction.
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Prepared by Peter R. Ingleton
IBAC Director, ICAO Liaison
21 October 2008

Nav Canada has recently determined that few aircraft will be approved for automatic dependent surveillance-broadcast (ADS-B) operations by the originally planned date of November 20, and has therefore elected to postpone the operational implementation of ADS-B in the Hudson Bay airspace to January 15, 2009. Nav Canada will take time during this delay to complete upgrades to many air traffic management systems without affecting other projects.  For futher information click here.

In July 2008, the FAA amended 14 CFR 67.401 (Special Issuance of Medical certificates).  Paragraph (j) now states that for a pilot who holds a Special Issuance Authorization letter or a Statement of Demonstrated Ability, that letter “…must be in that person’s physical possession or readily accessible in the aircraft.” The rule was implemented by the FAA Flight Standards Division primarily to be in compliance with ICAO standards. The FAA Office of Aerospace Medicine has expressed a concern for privacy in these cases

Pilots flying internationally may encounter aviation officials more strictly enforcing medical documentation. In a change from past requirements, pilots may be asked to produce their Special Issuance Authorization letter (and any Statement of Demonstrated Ability) addition to a current medical certificate.

The issue at hand here is that FAA medical certificates do not state limiting or disqualifying diagnoses. However, the Special Issuance Authorization letter lists the specific diagnoses for which the airman does not meet certification standards in the first paragraph.  The letter goes on to state requirements for further testing required to maintain or renew the Authorization.

Pilots with questions about this new regulatory requirement should call their AME to discuss implications for their personal situation.

Dissecting the visa requirements and application process for France has become a significant preflight challenge for flight crews. Unlike many visitors to France, visas are always required for crew members.

Travel to France on the continent of Europe requires a Schengen visa. The Schengen visa is valid in all 24 countries that are signatories of the treaty. However, even in Schengen countries visas are not required for most visitors unless they intend to stay for a long duration. Only France routinely issues and requires Schengen visas for visitors, particularly crew members.

France also has 4 overseas departments that are wholly integral parts of France and considered equally among the country’s 28 regions. The Overseas Departments (département d’outre-mer, or DOM) include Guadeloupe (Le Raizet- TFFR), Guyane (Cayenne-Rochambeau- SOCA), Martinique (Le Lamentin- TFFF) and Reunion (Saint Denis- FMEE). However, the Schengen visa does not apply to the Overseas Departments. There is a specific visa for visits to DOM.

Furthermore, France also has Overseas Territories (territoires d’outre-mer, or TOM) that have somewhat more autonomy. French Polynesia (Tahiti- NTAA) is among the TOM. Once again, the Schengen visa does not apply to the Overseas Territories either. There is a unique class of visa for visits to TOM.

Crew members are advised to understand the differences among French lands and the various visa requirements. Simply, visas are required for crew members entering any French land. The type of visa depends upon the French designation of the destination. Application for DOM and TOM visas can be made when submitting a passport for the Schengen visa. Like many diplomatic processes, it may be a worthy effort for busy international crew members.

Details regarding all French visas can be found @ the French Embassy website. Information found under Note 2 for each visa type makes clear that regardless of citizenship, crew members are not exempt. The French Embassy in Washington will process Schengen, TOM & DOM visas in less than two hours (with an appointment or expediter service).

http://www.consulfrance-washington.org/spip.php?rubrique98