News
News
The Importance of Following Annex 6 Fuel Guidance
When operating in an international environment, you must comply with the ICAO guidance as required by CFR 14 Part 91.703. From reviewing Ramp Inspection Program (SAFA) findings, flight plans, and operating manuals, it is important to ensure your fuel allocations comply with ICAO Annex 6.
Of the flight plans we have reviewed, the fuel allocation information varies greatly from the required standards. Typically, additional fuel is not required; it must be properly allocated. The most frequently identified and significant issues are:
- Taxi Fuel needs to be reasonable and included in the fuel required total
- Final Reserve and Contingency Fuel calculations are missing, mislabeled, or incorrect
For your convenience, the Scott IPC ICRH General Guidance tab contains extracted Annex 6 requirements for both Private and Commercial operators.
Read more: The Importance of Following Annex 6 Fuel Guidance
Oceanic Clearance Removal Procedures
UPDATED! 06202024
It's happening. The requirement for a separate Oceanic Clearance in the NAT HLA is ending. Significant technological advancements in Communication, Navigation, and Surveillance made this possible.
As an executive summary, the operator will send the Request for Clearance (RCL) that reflects the FMS loaded filed route but will not receive an Oceanic Clearance in return. Instead, ATC will use the data provided in the RCL to gather the information needed to deconflict and sequence traffic. If a reroute is required, an FMS loadable routing will be uploaded to the aircraft or received via Voice. Review the details below:
French CPDLC Mandate
As of July 13th, 2023, France will require all aircraft operating within French FIRs, including LFFF, LFEE, LFMM, LFBB, and LFRR FIRs, to log on to CPDLC. This mandate makes France the first state to implement such a requirement.
To operate above FL195, it is necessary to log on to CPDLC if the aircraft is equipped with operable ATN-B1 CPDLC and the crew has received training to operate it. Meeting these requirements signifies capability. In other words, if the aircraft is capable, CPDLC login is mandatory. If it is not capable, there will be no altitude restrictions on the flight.
Transponder Code 2000 Changes in the NAT HLA
As per the latest United Kingdom AIP, it is now mandatory to modify the last assigned transponder code to 2000 in the Shanwick FIR within 10 minutes instead of 30 minutes. This change will make the timing consistent with the requirements when operating on Tango 9, Tango 290, and Tango 213. The 10-minute requirement is also in place when entering the Shanwick FIR when transferred from Reykjavik and no later than 10 minutes after entry. This procedure does not affect the use of Special Purpose Codes 7500, 7600, and 7700 in cases of unlawful interference, radio failure, or emergency.
According to a communication from NAV CANADA, Gander Oceanic has decided not to implement the change to a 10-minute requirement at this time. The 30-minute requirement will continue to be in place. Be sure to refer to the current AIPs where operations are planned and the current version of NAT DOC 007.
Articles
- The Importance of Following Annex 6 Fuel Guidance
- Oceanic Clearance Removal Procedures
- French CPDLC Mandate
- Transponder Code 2000 Changes in the NAT HLA
- Space-based ADS-B Mandate coming to Canadian airspace
- EASA SAFA Ramp Inspection Manual Update
- NAT HLA Tracks FL330 and Below to be Abolished
- NAT HLA Data Link Mandate Back In Force
- Satcom Direct (SD) and Scott IPC Integration
- ICAO Doc 4444 PANS-ATM 9 Changes