The First Magazine for Operational Control People
N°2 FEB 2023
THE FIRST MAGAZINE FOR OPERATIONAL CONTROL PEOPLE
JETFLY OCC
A family of young aviation passionate managing the largest Pilatus fleet in the world
SITA EWAS
Predictive flight data gives dispatchers the insight to optimize block times
SATAVIA
Leveraging atmospheric science for climate neutral aviation
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CONTENTS
COVER STORY: JETFLY OCC P.58 Jetfly OCC – A family of young aviation passionate managing the largest Pilatus fleet in the world.
SATAVIA P.12 SATAVIA: Leveraging atmospheric science for climate neutral aviation
SITA EWAS P.37
Predictive flight data gives dispatchers the insight to optimize block times
RUSS WILLIAMS
CLAIRE TAITTE P.7 Crew Scheduling: The Toughest Aviation Career You’ve Never Heard Of CLICK AVIATION NETWORK
P.104
Canadian Flight Dispatch Concept
PAXFILES.COM
OSPREY FLIGHT SOLUTIONS
P.50
Sanctions lists – obligation or option?
P.110
Osprey Flight Solutions 2022 Round-up
EQCENTRIQ
P.22
Operations planning for South America
P.80
FLIGHTCARE GLOBAL
Re-Balancing Skill Sets for Digitalisation and Optimisation
RONNIE AFEMA
P.117
In-flight Medical Support, through technology – is the industry ready?
HONEYWELL
P.31
Flight operations market in Africa remains untapped
P.88
FRALDA
Fuel Efficiency Gap Analysis – application and benefits
P.122
PNRGO
Dispatching Aircraft to the USA
MEET THE CEO
P.45
EES and ETIAS – New eu-LISA Sytems every Air carrier should know about
P.99
Aiham Bader
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JetManager we help you build superhuman companies
Established at the intersection of business aviation and IT, Jet- Manager builds real-time communication software to combine technology with the flexibility, adaptability, and comprehensive experience of humans to create superhuman capabilities.
www.jetmanager.aero
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EDITO
Foxtrot Delta magazine
Chief Executive Officer at the Internationel Flight Operations Academy & Founder of Foxtrot Delta Magazine Vincent Incammicia
T
he aviation industry has become increasingly digital, and undoubtedly the Operations Control Centers of the future will have their place at the forefront of developments, with a strong dependence on artificial intelligence and automated processes.
It is evident that in the short term, existing jobs in an Operational Control Center cannot be replaced entirely be artificial intelligence, but current developments provide promising indications of its ability to substitute many specific tasks carried out as part of the daily routine thus enhancing operational efficiency and safety - it is part of the Hard Skills, isn’t it? Today, the level of technology used in Operations Control Center is still unable to diagnose and propose solutions to multi-facetted problems; it can’t deal with unique issues and but lacks the intelligence to react to sudden unforeseen changes. Furthermore, computers are void of any emotional intelligence and cannot assimilate body language like us humans, to that end, our presence in OCC is still required, adding to the aviation value chain. That’s where humans come into their own. Investing in human capital by developing critical thinking, adaptability, emotional intelligence, and more Soft Skills becomes imperative, and can no longer be overlooked. As Garry Kasparov said: «AI will help us to release human creativity; humans won’t be redundant or replaced; they’ll be promoted.»
The optimization of Operations Control Centers and the aviation industry, in general, has improved exponentially
over the last decade with digitalization. and artificial intelligence developments.
As the industry moves into the Danger Zone of the Complexity/Tight-Coupling Matrix, where robust Soft Skills and adaptive leadership will become more decisive, I can’t help questioning today’s competency- based development training focusing exclusively on legacy Hard Skills, and it’s relevance for those managing operational control in today’s optimized environment. The new biases introduced with technological disruption clearly highlight a genuine need to shift the current dynamic by adapting the current focus from traditional hard skills training to a system of development, placing greater emphasis on the value of soft skills.
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THE IMPORTANCE OF A JUST AND LEARNING CULTURE
Crew Scheduling: The Toughest Aviation Career You’ve Never Heard Of
By
Claire left a 20-year career in crewing at Southwest Airlines at the end of 2020. After a yearlong sabbatical, she founded her own company Resolve With Clarity to provide consulting and dispute resolution services. Claire lives in Dallas, Texas, USA, with her husband who is a flight attendant. Expert in Crew Planning & Scheduling Claire Taitte
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THE TOUGHEST AVIATION CAREER YOU’VE NEVER HEARD OF
Every flight needs a fixed number of pilots and cabin crew to operate.
n July 10, 2000, I walked into the lobby of the Southwest Airlines Headquarters building on my first day as an Inflight Crew Scheduler. I had no idea what the job entailed. I came to the airline with no specialized skills. I had no aviation or business background. I had never used Excel. I had barely flown on an airplane. When I walked into the lobby, I told someone I was starting as a scheduler. They responded, “Oh, I’m sorry to hear that”. What had I gotten myself into? At the time, we had no training program, training manual, or any sort of manual for that matter. We sat in a conference room learning basic rules, airport codes, and crew legalities for a week or so. After that, we shadowed a scheduler on the operations floor until they needed us to answer the phone on our own one day. That day came soon, because the department was short-staffed and still hiring. This story is similar to many I’ve heard from other airlines, even today. I worked in the crew scheduling and planning arena at Southwest for 20 years, and now support airlines and software companies as an independent consultant. I have been part of industry crewing organizations, including NACU (North American Crew Utilization) group, AGIFORS (Airline Group of the International Federation of Operational Research Societies) Crew Management Study Group, and now the Airline Crewing Enigma - Expert Think Tank. Last year, after the AGIFORS crew panel discussion, O
Daniel Stecher (IBS Software) and I were discussing the universal challenges of airline crewing. We founded the Airline Crewing Enigma, a LinkedIn group of global professionals who create the blueprints and oversee operations of crew schedules. In the group, we share best practices and ideas to improve the current state of the airline crew management field. Crew Scheduling, Crew Tracking, Crew Control, Crew Support The terms used for the function vary across airlines and regions of the world, but the challenges are universal. Crew schedulers don’t make the schedules. They fix them when they’re broken. They are professional problem solvers, working in the 24/7/365 airline operations control center (OCC). Crew scheduling is like working in an emergency dispatch call center while playing Tetris on an insanely difficult level, with the bottom pieces continuously disappearing and moving around. Why is airline crewing an enigma? Crew scheduling is usually an entry level job that many leave as soon as possible. It’s shift work, high stress, and takes about a year to learn to do the most difficult parts. I am unaware of any US aviation management university programs, certifications, or even courses on the complex topic of airline crewing. Europe now has a handful of crew scheduling training programs. However, the majority of schedulers around the world learn the skills 100% on the job.
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THE TOUGHEST AVIATION CAREER YOU’VE NEVER HEARD OF
The primary functions of a crew scheduler are: three Assigning open flying to standby (reserve) crews. Monitoring crew legalities (governmental and union
additional set of constraints. Schedulers often interpret written work rules in the moment,, as new situations come up with nuances not fully explained in a manual.
Without the Crew Schedulers’ magic, flights will be delayed or canceled. Sometimes a problem arises on a flight that is boarded and ready to go now.
Unpopular No one wants to hear from the person changing their schedule. Schedulers often deliver bad news to crews. While most crews are professional, every scheduler has horror stories about a crew member’s reaction to an unwanted reassignment. Unpredictable Workload usually correlates with the weather. However, a scheduler must be prepared for whatever the next phone call brings. A slow day quickly turns into chaos when there’s a fire in the air traffic control center or an aircraft incident closing a runway. These challenges transfer to valuable learned skills. Every flight needs a fixed number of pilots and cabin crew to operate: High-pressure —> skilled in prioritization Complicated —> knowledgeable Unpopular —> resilient Unpredictable —> adaptable Airlines have lost talented and experienced crew schedulers since the COVID-19 crisis began three years ago. How will the industry recruit, train, and retain the next generation of crew schedulers? How do we make crew scheduling a destination job, not one that someone merely stumbles into? Airlines who want to run successful, efficient operations must invest in solving this.
contract), and modifying assignments as needed to comply with these requirements. Monitoring and repairing crew assignments due to flight disruptions (cancellations, delays). At many airlines, crew schedulers are the primary point of contact to assist with crews’ operational needs. A scheduler may be enjoying a lull in work, the phone rings, and they find out a crew member has been seriously injured in severe turbulence, or has learned of a death in their family. At a smaller airline, a crew scheduler’s job may expand to crew schedule construction, leave management, and hotel + ground transportation arrangements. Larger airlines typically split scheduler functions between those responsible for pilots and cabin crew, and may split the department into different pieces of the primary functions described above. More technology and automation are needed as the size and complexity of the airlines grow. What makes the job so tough? High-pressure Every flight needs a fixed number of pilots and cabin crew to operate. Without the schedulers’ magic, flights will be delayed or canceled. Sometimes a problem arises on a flight that is boarded and ready to go now. Complicated Schedulers must adhere to complex laws governing crew rest and duty limitations. Also, labor contracts layer an
A crew scheduler must be prepared for whatever the next phone call brings.
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SENTINEL
SATAVIA: Leveraging atmospheric science for climate neutral aviation
Head of Communications & Marketing at SATAVIA Dr Conor Farrington
Dr Conor Farrington is Head of Communications & Marketing at SATAVIA. He joined the company in 2020 following over a decade of technology and policy research at the University of Cambridge.
ambridge-based data analytics company SATAVIA is forging to the forefront of sustainable aviation, working with leading global stakeholders to accelerate aviation’s progress towards climate neutral operations. In recent years, the rapid pace of climate change has lent a new urgency to green aviation initiatives, prompting innovations ranging from sustainable aviation fuel to new propulsion systems. Yet most of these focus on direct carbon emissions from aero engines, overlooking significant non- CO2 impacts like those arising from aircraft contrails. Without management of its non-CO2 effects, the industry can at best become carbon neutral but not climate neutral, raising significant barriers to sustainable long-term growth. In response to this challenge, SATAVIA has developed technology to tackle aircraft contrails, aviation’s single biggest non-CO2 impact. By leveraging best-in-class atmospheric science, SATAVIA has developed the capability to forecast and prevent these aircraft-generated clouds, generating the potential to cut up to two-thirds of aviation’s climate impact at the push of a button. C
LEVERAGING ATMOSPHERIC SCIENCE FOR CLIMATE NEUTRAL AVIATION
Until recently, contrail prevention was difficult or impossible, but recent advances
Why contrails? Contrails are line-shaped clouds composed of ice crystals, which contribute to surface warming by reflecting heat downwards. A minority (<10% on average) last for minutes or hours, exerting
and recent announcement regarding the inclusion of non-CO2 effects in MRV requirements for the EU Emission Trading Scheme (ETS) from 2025. Until recently, contrail Council’s
Scientific research suggests that contrails account for up to 60 per cent of aviation’s total climate impact, or 2 per cent of all human climate impact.
prevention was difficult or impossible, but recent advances in science and technology – brought together in SATAVIA’s world-leading team – have enabled optimised flight planning for contrail prevention. Contrail prevention is a software solution that can be implemented in the near-term via technical integration with day-to-day flight operations, making this approach a rare low-hanging fruit in efforts to accelerate aviation’s movement towards climate neutral operations. SATAVIA is now putting contrail prevention into practice in collaboration with leading stakeholders in global aviation, starting with UAE-based Etihad Airways. SATAVIA and Etihad SATAVIA’s world-leading collaboration with Etihad kicked off in early 2022, introducing contrail avoidance to everyday commercial operations for the first time. Each week, SATAVIA analyses Etihad flight plans to
climate impact via surface warming. These clouds are known as persistent contrails and act in a similar way to cirrus cloud, reflecting atmospheric heat and causing global-scale surface warming. Since aircraft fly globally 24 hours per day and seven days a week, contrail formation is a chronic global challenge. Scientific research suggests that contrails account for up to 60 per cent of aviation’s total climate impact, or 2 per cent of all human climate impact. Academic and industry circles demonstrate growing awareness of the need for near-term action, as shown by recent events hosted by organisations such as NASA, the Royal Aeronautical Society, and Cranfield University, and by high-profile reports by the European Union Aviation Safety Agency and the Transport & Environment clean transport campaign group. Policymakers are also taking increasing notice of non-CO2 effects, as highlighted in the United Kingdom’s Jet Zero Strategy and the European Parliament
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AVIATION SECURITY
Tackling the contrail challenge. How a single tech solution can cut 60% of aviation’s climate impact.
What are contrails?
Why are contrails bad for the environment?
Contrails are line-shaped clouds composed of ice crystals, formed by aircraft passing through ice- supersaturated regions
Persistent contrails generate a net surface warming effect by reflecting longwave radiation downwards, accounting for up to 60% of aviation’s total climate impact (or 2% of all human impact) and prompting increased industry and regulatory attention. A small minority of flights (~5%) cause up to 90% of contrail climate impact.
(ISSRs). Constantly changing atmospheric
parameters such as pressure and relative humidity mean that contrail lifetime can vary from seconds to many hours.
Longwave radiation
6 billion model cells at 60 vertical levels
Predicting contrail formation Contrail formation can now be predicted using high-resolution atmospheric modelling, enabled by SATAVIA’s DECISIONX:5- DX platform. By modelling atmospheric dynamics across up to 6 billion model cells, 5-DX identifies ISSRs where persistent contrail formation is likely.
Contrail prevention in everyday operations Powered by 5-DX, SATAVIA’s DECISIONX:NETZERO platform optimises flight plans for contrail prevention, quantifies achieved climate benefit, and converts achieved benefit into carbon credits. By adjusting a small minority of flights in conjunction with commercial airline partners, SATAVIA is tackling the contrail challenge to enable commercially sustainable green aviation.
Atmosphere: Pressure Temperature Humidity Wind speed Hydrometers Aerosols Ice crystals Contrails
Dynamics core: Heat fluxes
Radiation fluxes Moisture fluxes
Vertical exchange between levels
LEVERAGING ATMOSPHERIC SCIENCE FOR CLIMATE NEUTRAL AVIATION
Each week, SATAVIA analyses Etihad flight plans to identify scheduled flights that are likely to form contrails.
SATAVIA data suggest that up to 90% of contrail climate impact can be eliminated by adjustments to a small minority of approximately 5% of flights
identify scheduled flights that are likely to form contrails. SATAVIA then deploys its DECISIONX:NETZERO platform to optimise targeted flight plans for contrail prevention, minimising contrail-generated surface warming and maximising flight operation sustainability. Over the course of the year, Etihad has deployed SATAVIA contrail prevention intelligence in weekly flight optimisation exercises to eliminate thousands of tonnes of carbon dioxide equivalent (CO2e). For the United Nations COP27 climate change conference, SATAVIA also worked with Etihad to implement contrail prevention for the first time on an Etihad transatlantic flight from Washington Dulles to Abu Dhabi, following a similarly ground-breaking initiative combining sustainable aviation fuel with contrail prevention on flights to and from Japan. During 2022, SATAVIA also worked with other leading operators such as KLM and KLM Cityhopper, earning SkyTeam’s Sustainable Flight Challenge Best Partnership
Award following flight trials in May 2022. Building on their collaboration with Etihad, SATAVIA recently announced a multi-year production contract for contrail management with the airline, incorporating an agreement to work together on the creation of future carbon credits. Signed at the World Future Energy Summit in Abu Dhabi, This innovative agreement will serve as a template for other operators, demonstrating the potential for eco-conscious operators to tackle aviation’s CO2 and non-CO2 climate impacts simultaneously. Contrail prevention exerts minimal impact on fleet operations: scientific research and SATAVIA data suggest that up to 90% of contrail climate impact can be eliminated by adjustments to a small minority (approximately 5%) of flights, minimising the impact of any fuel burn penalties incurred by flight plan alteration (estimated at <0.015% at fleet level by recent scientific
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LEVERAGING ATMOSPHERIC SCIENCE FOR CLIMATE NEUTRAL AVIATION
research) and ensuring little or no disruption to day-to- day operations. Verifying and incentivising climate benefit In addition to enabling contrail prevention, SATAVIA’s atmospheric modelling enables verification of contrail prevention and precise calculation of climate benefit achieved. By comparing original flight plans with contrail-optimised flight plans, SATAVIA can calculate achieved climate benefit in terms of CO2e. Achieved climate benefit can be recorded for conversion into future tradable carbon credits, incentivising operators to engage in contrail prevention within a new global market worth up to $18.3bn (CBI figures). The way ahead SATAVIA’s revolutionary approach to green aviation has already generated significant interest within the industry and beyond, reflected by coverage in leading global media outlets from CNN to the Times and from Flight Global to New Scientist, numerous awards, and prestigious labels such as the Solar Impulse Efficient Solution label.
Building on SATAVIA’s ground-breaking engagement with Etihad, the company is now laying the foundations to enable scaling across the industry over the next 1-2 years, working with the full range of sector stakeholders – airlines, flight planning software providers, flight dispatchers, original equipment manufacturers, and air navigation service providers – to integrate SATAVIA’s unique contrail forecasting capability into existing operational arrangements. Additionally, SATAVIA is working directly with national legislators and international bodies (e.g. ICAO and IATA) to inform relevant regulation and incentivisation surrounding contrail prevention, alongside partnerships with leading academic stakeholders including the University of Cambridge and MIT. By targeting aviation’s non-CO2 climate impacts alongside direct impacts associated with engine emissions, SATAVIA is helping to chart a route towards commercially sustainable green aviation – enabling global travel while simultaneously protecting the planet for future generations.
SATAVIA is putting contrail prevention into practice in collaboration with leading stakeholders in global aviation, starting with UAE-based Etihad Airways.
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SATAVIA is looking for like-minded partners to support technical, scientific, and commercial progress. Reach out to SATAVIA to learn more at decisionx@satavia.com Interested?
AVIATION SECURITY
Are your operations as green as they could be?
Unless you’re preventing contrails, they aren’t.
Aircraft contrails cause surface warming equivalent to 2% of all human climate impact.
SATAVIA is working with leading players like Etihad Airways to prevent contrails in day-to-day aviation, badging flights to verify the greenest possible operations. Reach out today to join the contrail prevention revolution.
Contact us at: decisionx@satavia.com More info at: satavia.com
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Boeing Boeing 747-409(LCF) Dreamlifter N249BA ©Vincenzo Pace
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Operations planning for South America By
Operations Manager Joseph Chundayil
My name is Joseph Chundayil, and I have been an Operations Manager at Click Aviation Network for seven years. My experience and passion for aviation drive my role as an Operations Manager, where I am responsible for overseeing daily operations and ensuring efficient service arrangements for our customers.
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OPERATIONS PLANNING FOR SOUTH AMERICA
Operations planning for South America xperience the incredible diversity and natural beauty of South America, where you’ll find the world’s largest rainforest, longest mountain range, and highest waterfall, as well as stunning beaches, ancient villages, and modern cities. These developments are expected to boost commercial airline capacity and the general aviation market in the region. In addition, the Latin American business jet market is predicted to grow at a CAGR of above %0.3 by 2026, with high demand for light, mid-size, and large private jets in Brazil, Mexico, and Colombia.
E
According to a Mordor Intelligence report, the South American aviation market is expected to reach USD 9.5 billion by 2026, with an estimated growth of %35 from 2020. Though the COVID-19 pandemic has affected the aviation industry in South America, major developments in airport infrastructure are underway, including the expansion of Ezeiza International Airport in Argentina and the privatization of airports in Brazil, Jamaica, Honduras, Paraguay, and Peru.
Planning operations in South America can be challenging, which is why we recommend engaging a trip support provider with local experience to manage your trip from start to finish. Our US Operations Team based in West Palm Beach, Florida has valuable insights on health requirements, permits, and airports for operating in Argentina, Brazil, Colombia, Chile, and Peru.
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OPERATIONS PLANNING FOR SOUTH AMERICA
Argentina Brazil
Brazil has implemented the following immigration and health screening regulations as of September 14 ,2022: • Passengers above 12 years old must present either a COVID-19 vaccination certificate showing they were fully vaccinated at least 14 days before departure or a negative COVID-19 antigen or RT-PCR test taken at most 1 day before departure. The test results must be in English, Portuguese or Spanish. • RT-PCR or Antigen tests are accepted for both passengers and crew. • All passengers and crew must fill out a health form and be fully vaccinated. • Pilots listed on the GENDEC with a valid license are exempt from visa requirements. • Passengers from the EU, USA, Canada, Australia, and Japan are also exempt from visa requirements. Iguazu falls, 7 wonder of the world in - Argentina BRAZIL
COVID-19 entry regulations in Argentina were lifted on August 26, 2022: • Pilots listed on the GENDEC with a valid license are exempt from visa requirements. • Passengers from EU, USA, Canada, Australia, and Japan are also exempt from visa requirements. • Overflight permits are not needed, but aircraft operator information must be included in the flight plan. • Landing permits are not needed for private flights. All aircraft and crew documents should be on board. • Landing permits are required for aircraft B737 or larger with a lead time of 10 days. • Ezeiza (SAEZ) airport does not require PPR or slots, but GAT can be expensive. • San Fernando (SADF) airport also does not require PPR or slots, and CIQ is located at the GA Main Terminal. • Aeroparque (SABE) airport does not allow GA flights, only airlines and government flights are permitted. • Ushuaia (SAWH) and Calafate (SAWC) airports have limited parking availability.
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OPERATIONS PLANNING FOR SOUTH AMERICA
Colombia Colombia has established the following guidelines for immigration and health screenings as of August 24, 2022: • A «Check Mig» form must be submitted at most 72 hours before departure through the website https://apps.migracioncolombia.gov.co/pre-registro/ public/preregistro.jsf. • APIS is required to be submitted using an excel form. • Passengers and airline crew must present either a COVID-19 vaccination certificate showing they were fully vaccinated at least 14 days before departure or a negative COVID-19 PCR test result issued at most 72 hours before departure or a negative COVID-19 antigen test result issued at most 48 hours before departure. This does not apply to passengers under 18 years of age. • Visas are not required for crew members. U.S. nationals are permitted 90 days of visa-free travel, but it is important to ensure that passports have at least 90 days before expiration. For permits, no permit is required for a single stop under 48 hours. Landing permits are required for more than two stops and/or more than 48 hours (for less than five days). An immigration/customs permit is required for a stay of more than five days. Expect delays for a special process on arrival if landing at SKBO. As for airports of entry, Bogota (SKBO) is open 24 hours and is busy, no PPR is required, and parking is available. For permits, an overflight permit is required with a lead time of two to four hours. A landing permit for one-stop is required with a lead time of two to four hours. Landing for more than two stops requires an Avanac, which has a lead time of 48 hours. An Avanac C is required for aircraft with more than 30 seats with a lead time of 10 days, and Avoem is required for diplomatic flights. As for airports of entry, Brasilia (SBBR) does not require PPR or slots. Rio de Janeiro (SBGL) does not require PPR or slots, and CIQ is available at the FBO on request. Guarulhos (SBGR) requires a PCR, does not have slots, and has A-CDM operation, GAT is available on request. Campinas (SBKP) requires PPR, does not have slots, no GAT, and has more reasonable parking than SBGR. São Paulo (SBSP) is in the process of becoming an AOE.
Planning operations in South America can be challenging, which is why we recommend engaging a trip support provider with local experience to manage your trip from start to finish.
Departure slots may be issued with 20 minutes of tolerance. On arrival, expect an anti-narcotics drug check with agents and canines, which takes approximately 40-20 minutes for the full process. FBO, VIP lounge, and hangar are available. Cartagena (SKCG) is open 24 hours on request, no PPR is required, parking is usually available, and no slots are required. Customs is usually done at the FBO and the passenger processing time is 15 minutes on average. FBO, VIP lounge, and hangar are available. Barranquilla (SKBO).
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OPERATIONS PLANNING FOR SOUTH AMERICA
Peru
Though the COVID-19 pandemic has affected the aviation industry in South America, major developments in airport infrastructure are underway. Chile
In Peru, COVID-19 entry regulations have been lifted as of 31.10.2022. However, pre-registration is still required within 48 hours of entry. Crew members are exempt from these requirements. Additionally, U.S. nationals are able to enjoy 90 days of visa-free travel, but it is important to ensure that passports have at least 180 days remaining before expiration. When it comes to permits and visas, landing permits are required and visas are required for crew members, which can be obtained upon arrival. In terms of airports of entry, travelers should note that at Lima’s SPJC airport, a lead time of 24 hours is required, the airport is busy, PPR is required, parking is available, slots are required and all CIQ procedures will take place at the main terminal. For Pisco’s SPSO airport and Cusco’s SPZO airport, a lead time of 24 hours is required, parking is available, no PPR or slots are required, and all CIQ procedures will take place at the main terminal.
In order to ensure the safety and well-being of all travelers, Chile has implemented certain health and vaccination requirements for entry into the country. First, passengers are kindly requested to present either a COVID-19 vaccination certificate indicating that they have been fully vaccinated or a negative COVID-19 PCR test taken within 48 hours prior to boarding the last direct flight to Chile. Please note that this requirement does not apply to passengers who are under 18 years of age, nationals and residents of Chile, or those who have tested positive for COVID-19 within the past 30 days and
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OPERATIONS PLANNING FOR SOUTH AMERICA
Our US Operations Team based in West Palm Beach, Florida has valuable insights on health requirements, permits, and airports for operating in Argentina, Brazil, Colombia, Chile, and Peru.
have another positive PCR test taken within the past 48 hours. For the safety of all travelers, passengers who have been in China within the past 7 days must present a negative COVID-19 antigen or PCR test taken within 48 hours before boarding their flight to Chile. For those traveling to Easter Island, a COVID-19 vaccination certificate indicating full vaccination is required. However, this requirement does not apply to passengers who reside on Easter Island or those who are under 3 years of age. Upon arrival in Chile, passengers who have been in China within the past 7 days may be subject to a COVID-19 antigen test. Additionally, nationals and residents of Chile may also be subject to a COVID-19 antigen or PCR test. Crew and passengers are kindly requested to validate their vaccine records and present a negative PCR test result for entry. Medical insurance with COVID-19 treatment coverage is also required for the safety and well-being of all travelers. In addition to the previously mentioned requirements, permits for entry into Chile may be required. For groups of less than 19 passengers, a lead time of 24 hours is
required to obtain the necessary permits. For groups of 19 or more passengers, a lead time of five days prior is required to obtain the necessary permits. When it comes to airports of entry, travelers should note that at Santiago’s SCEL airport, a lead time of 24 hours is required, the airport is busy, parking is available, and no PPR or slots are required for entry. Additionally, all CIQ procedures can take place at the FBO. For Antofagasta’s SCFA airport and Calama’s SCCF airport, a lead time of 24 hours is required, parking is available, and no PPR or slots are required for entry. All CIQ procedures will take place at the main terminal in both airports. When planning a trip to South America, it is important to consider the following: 1. Learn about local procedures and expect possible delays. 2. Check visa requirements before you travel. 3. Get a briefing on any volcanic activity in the area. 4. Check for ramp equipment and plan ahead for possible maintenance needs.
If you need more information on your upcoming trip to South America, Please contact our operations team at occ@click.aero or usateam@click.aero for assistance.
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Flight operations market in Africa remains untapped
His Aviation career in 2018 at Ninety Nines Flight Academy Nairobi where he obtained his Flight Operations License and commenced his Private Pilot license training before moving to Eagle Air Flight Academy in South Africa, Pretoria to continue his pilot training. Ambassador for Aviadev Africa Afema Ronnie
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FLIGHT OPERATIONS MARKET IN AFRICA REMAINS UNTAPPED
Flight operations market in Africa remains untapped
R
anked second in the hierarchy of the most technical jobs in aviation industry with pilots seeking the holy grail, it takes endurance and intensive training for one to scale the lofty heights of a licensed flight operations officer. In Europe and the
flight operations license in a period of two months which is not the case in the united states or Europe. Upon completion and successfully passing exams under the FAA or EASA one is issued a license in less than 24 hrs. Flight operations job opportunities There is a barrel of opportunities for flight operators on completion of studies. Every airline needs on average 5 to 15 dispatchers depending on the airline operation capacity in terms of capacity and fleet size. However, one major predicament in Africa is that there is currently no conversion for a dispatch license. This eventually renders most foreign licences invalid as the only possible option is sitting for the dispatch exams afresh in the respective country to be able to acquire a valid licence which is financially constraining and time wasting due the systems in place. However, most of Africa lacks aviation training schools creating a gap as most individuals executing fight operations roles currently are not qualified. They usually learn the skill through practice during flights which in turn compromises the quality and professionalism portrayed during operations. Professional deficit Most of the flight operation officers in Africa are run-of-the mill aviation experts and don’t adhere to the professional rigours of those in other jurisdictions such as the United States and Europe. This is also reflected on the quality of training, equipment and the latest technology relied upon during routine flights where Africa controls a paltry share of 1.9 percent in the global aviation industry. An example in case is the electronic flight planning and filling system which is not the case in most African airports due to the lack of necessary equipment coupled
United States, this training takes about six weeks while in Africa most aviation institutions offer the course for a period of nine months. However, Cranefield Aviation Training in South Africa offers the same course for a period of six weeks. Flight operations officers are a cog of the aviation industry —working closely with pilots and Air traffic controllers to develop flight plans, document flight plans with relevant authorities, examine weather data to determine changes to flight routes, interpret and follow safety or security standards for teams, monitor flight schedules and communicate changes in flight schedules and provide flight watch for airline. They also handle an aircraft once it is stationed on the ground. In Africa, flight operations are yet to be embraced and practiced to its full potential yet. This is largely attributed to a number of reasons amongst, which is the quality of training and the jurisdiction and ability of civil aviation bodies in the respective countries to authorize and issue out licenses. Course duration Institutions in Africa offering the flight operations course are able to offer the course for nine months on a crash programme and this involves studying all the nine course units that dovetail principles of flying and flight planning.
with expertise needed. The flight operations job is not given the required attention and respect it so deserves. There is need for top world class schools to invest in the flight operations training course in Africa.
Upon the completion of the first phase, one prepares for license exams at the recognized civil aviation body depending on the country. On successfully passing the course units, one is issued a
One major predicament in Africa is that there is currently no conversion for a dispatch license.
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Flight operations officers are a cog of the aviation industry —working closely with pilots and Air traffic controllers to develop flight plans, they also handle an aircraft once it is stationed on the ground.
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Predictive Flight Data gives Dispatchers the insight to optimize Block Times By
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PREDICTIVE ANALYSIS OF FLIGHT DATA TO OPTIMIZE BLOCK TIME
Effective collaboration and data-driven technologies are fundamental for things to run smoothly. By simultaneously analyzing multiple data, eWAS
his article looks at a sample scenario and use case to illustrate the benefits of this new capability in eWAS Dispatch. A flight arriving early creates certain challenges and incurs costs unless definitive actions are taken. The new alert features in eWAS Dispatch powered by AGF make these actions possible – resulting in significant operational improvements and preventing costly and disruptive events like misconnecting crew, passengers, and bags as well as unnecessary fuel burn. These benefits become more considerable as they are multiplied across hundreds of flights, over time. T
Overview The latest eWAS Dispatch release features a new and invaluable capability: flight prediction services, powered by the ARiVA Global Feed (AGF) from PASSUR Aerospace, SITA eWAS’ global data services provider. Now, the industry’s first accurate flight arrival prediction is generated just 10 minutes after its departure. This allows the dispatcher, working with other appropriate airline ops personnel, to begin optimizing arrival operations based on the actual arrival time of each flight. Over time, with consistently accurate arrival time forecasts, airline dispatchers in collaboration with network ops, Operations Control managers, arrival station ops and other same-day operational stakeholders will start to trust these predictions and adjust their operations accordingly to optimize actual arrival demand with available airport capacity.
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PREDICTIVE ANALYSIS OF FLIGHT DATA TO OPTIMIZE BLOCK TIME
The Early-Arriving Flight With so many different parties and stakeholders involved in airline operations, effective collaboration and data-driven technologies are fundamental for things to run smoothly. By
departure queues, and at LAX due to arrival congestion as it’s a busy time of day. Our scheduled departure time (STD) is 2100Z (1600 EST) and our scheduled arrival time (STA) is 0230Z+1 (1830 PST).
An early aircraft arrival sounds positive in theory. However, it can present so many challenges for operational teams to manage, that it can even end up as a late arriving flight.
simultaneously analyzing multiple data, eWAS powered by AGF enables teams to make accurate, independent which are more precise than those generated by flight planning systems, ACARS, the ANSP, or other sources. Scheduled flight times are determined by block times – the estimated amount of time it takes to fly from points A to B. In airports that operate using time slots, they are developed in line with the IATA winter or summer season structure and can be categorized by two block time periods. However, in the U.S. where slot times are a less critical factor (especially for domestic flights), block times can be developed by season at a more exact, monthly level, which enable greater efficiencies for operations time, fuel and airline resources. Ultimately, the objective of block times is to present the most accurate possible forecast, and then follow the plan to meet it. Let’s assume we are operating flight SIT1088 JFK-LAX on a winter’s day. ATC conditions are mostly normal: there are some typical delays out of JFK due to airfield
As part of this process, we need to consider the estimated flight and taxi time for each city involved, the time of day that each flight is departing and arriving, the aircraft type as well as historical seasonal winds and weather conditions. Final block times are based on an airline’s planned reliability factors. For example, an airline with 75% block time reliability means that its flight will arrive on or before the scheduled time, 75% of the time. It will therefore be late 25% of the time. With this in mind, let’s assume that our block time for this use case is 05h30m based on the airline having 80% reliability. While working on the flight plan, the dispatcher develops optimized routing based on the airline’s flight planning system, and by adding the required fuel load. This includes any additional fuel required if the flight encounters adverse weather or other operational impacts – and needs to land at an alternative airport as a result.
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PREDICTIVE ANALYSIS OF FLIGHT DATA TO OPTIMIZE BLOCK TIME
After the flight plan is confirmed, the dispatcher continues to check the route’s weather conditions, airport ceiling and visibility. They conclude that there is going to be some moderate turbulence around 03h30m into the flight; but that current airport weather conditions are still as forecast which should not delay the scheduled arrival time. While calculating the flight plan, the dispatcher realizes that the flight has been given a revised arrival block time of 1820 PST (0200Z) – 10 minutes earlier than originally scheduled – due to weaker than expected headwinds en route. The dispatcher reviews the potential impact of this early arrival in LAX on operations, passengers and crew, so those involved can take proactive action. They conclude that there are no major issues impacting the flight and proceed as planned. eWAS Powered by ARiVA enables ETA to be updated faster Just ten minutes after the flight takes off, eWAS Dispatch sends its first Estimated Time of Arrival (ETA) update powered by ARiVA. eWAS flags an alert as the ARiVA ETA is some 20 minutes earlier than the flight planning system predicted. AGF is the only source that combines global enroute and surface traffic surveillance data from two global terrestrial ADS-B networks (the largest resource in the world), along with satellite ADS-B sources. Schedules, flight plans, and flight event data from ANSPs, airlines, and global live OOOI data (Out Off On In) are also collated with surveillance, airport and weather data to build flight,
airport and airspace data objects. The result is the earliest, most accurate and actionable predictive flight behavior available anywhere. Overcoming the ‘Early Arrival’ Challenge An early aircraft arrival sounds positive in theory. However, it can present so many challenges for operational teams to manage, that it can even end up as a late arriving flight. In our scenario, the dispatcher immediately understands that this 20-minute early arrival will create a gate conflict at LAX. They contact the airline’s station operations to explore the option to swap arrival gate assignments for SIT1088 to accommodate the early arrival and reduce or eliminate the expected gate hold out. LAX SIT station ops reply that with an earlier arrival time of 20 minutes, they will be unable to reassign SIT1088 due to operational constraints at LAX and the airline’s other flights coming in early and late. Put simply, there are no spare gates available. Accordingly, flight SIT1088 will have to wait for a gate for 30 minutes – ultimately making it 10 minutes late. Flight SIT1088 JFK-LAX is carrying 130 passengers, 60% of whom have a connecting flight to go on to. Of those, about 30% have tight connection timings to 20 other flights: they risk missing their connections if there is a 10-minute delay. What’s more, the flight crew is scheduled to operate a critical short leg flight from LAX to SFO which if delayed, might jeopardize their crew duty time limits and result in cancellation. There is a 20-minute
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PREDICTIVE ANALYSIS OF FLIGHT DATA TO OPTIMIZE BLOCK TIME
window to get the crew from the JFK-LAX aircraft to their LAX-SFO flight. Given the LAX Hub layout, it looks like the process of getting these connecting passengers and crew to their flights will prove extremely difficult. So, the LAX SIT Station Ops team asks dispatch if the flight can arrive at 1820Z (10 minutes earlier than scheduled) and reduce the gate holdout time to 15-20minutes. At the same time, the dispatcher talks to the flight crew about either filing a new flight plan to add time to the flight or “slow-flying” the aircraft (reducing its speed) to help bring the flight closer to its original scheduled arrival time. The flight crew contacts ATC to ask for a “slow-fly” or reroute. ATC, crew and dispatch agree on a combination of filing a new route and controlling in-flight speed. Working together to succeed A new route is filed to extend flying time and ARiVA ETA makes updates to match within 10 minutes of the
scheduled block time. Although the new route will burn some extra fuel, the resulting cost savings relating to crew, bag, and passenger connections more thn compensates for this. Key cost savings include: • No wasted fuel from sitting on the ramp for an additional 20 minutes (= cost and CO2 reductions) • No risk of cancelling the critical LAX-SFO flight, which means that the crew can have its legal duty rest period before completing its next scheduled flight (no need to find and brief a new crew) • Passenger misconnection IRROP costs (hotel / food / compensation / re-booking on OAL) are eliminatedn • No “ripple effect” to delay or disrupt a possible additional 20 connecting flights This new information is shared with LAX SIT station ops. They put together a revised gate arrival plan for SIT1088 that avoids any gate holds. Crew, PAX, and bags are now back on track to make their connections. Everyone is happy and risks have been avoided.
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PREDICTIVE ANALYSIS OF FLIGHT DATA TO OPTIMIZE BLOCK TIME
About SITA SITA is the air transport industry’s IT provider, delivering solutions for airlines, airports, aircraft and governments. Our technology powers more seamless, safe and sustainable air travel. With around 2,500 customers, SITA’s solutions drive operational efficiencies at more than 1,000 airports while delivering the promise of the connected aircraft to customers of 17,000 aircraft globally. SITA also provides technology solutions that help more than 70 governments strike the balance of secure borders and seamless travel. Our communications network connects every corner of the globe and bridges 60% of the air transport community’s data exchange. In 2021, SITA became a certified CarbonNeutral® company in accordance with The CarbonNeutral Protocol – the leading global standard for carbon neutral programs. We are reducing our greenhouse gas emissions for all our operations through our UN recognized Planet+ program, while also developing solutions to help the aviation industry meet its carbon reduction objectives, including reduced fuel burn and greater operational efficiencies. In 2022, we announced our commitment to setting science- based emission reduction targets aligned to the Science Based Targets initiative Net-Zero Standard. SITA is 100% owned by the industry and driven by its needs. It is one of the most internationally diverse companies, providing services in over 200 countries and territories. For further information, go to www.sita.aero About PASSUR® Aerospace, Inc. PASSUR Aerospace, Inc. (OTC: PSSR) is the operations platform of choice for aviation experts, offering a unique combination of global data, decision support, and subject matter expertise solutions to improve operational efficiencies. Our platform and people help deliver actionable-data and user-friendly tools to corporate and operations leadership. Specifically, PASSUR products identify creative ways to minimize and eliminate bottleneck capacity constraints, react to irregular operations (IROPS), restart operations after an interruption in service, and enhance the efficiency of the daily schedule. Our collaborative framework uniquely enhances data sharing, communications, and decision-making within and between stakeholders in an operations ecosystem. PASSUR provides its solutions to the largest airlines and airports globally including in the United States, Canada, and Latin America. Visit PASSUR Aerospace’s website at www.passur.com for updated products, solutions, and news.
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