Barbados Overflight Permits Regulations 2024

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About Barbados | History - Geography

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Barbados is an eastern Caribbean island and an independent British Commonwealth nation. Bridgetown, the capital, is a cruise-ship port with colonial buildings and Nidhe Israel, a synagogue founded in 1654. Around the island are beaches, botanical gardens, the Harrison’s Cave formation, and 17th-century plantation houses like St. Nicholas Abbey. Local traditions include afternoon tea and cricket, the national sport.

On 30 November 1966, Barbados became an independent state and Commonwealth realm with Elizabeth II as its queen.[9] It has a population of 287,010 people, predominantly of African descent. Despite being classified as an Atlantic island, Barbados is considered to be a part of the Caribbean, where it is ranked as a leading tourist destination. Of the tourists, 40% come from the UK, with the US and Canada making up the next large groups of visitors to the island.

The Given Below Information Is Extracted from the Barbados AIP

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Procedures For The Submission Of A Flight Plan

A flight plan shall be submitted in accordance with !CAO Annex 2. 3.3.1. prior to operating:

Any IFR flight

Any VFR flight

Departing from or destined for an aerodrome within the Adams Control Zone:

crossing Adams CTR:

operated along the designated VFR routes in the Adams TMA:

Time of Submission

Except for repetitive flight plans, a flight plan shall be submitted at least 60 minutes prior to departure. taking into account the requirements of A TS units in the airspace along the route to be flown for timely information, including requirements for early submission for Air Traffic Flow Management (A TFM) purposes.

Flight plans may be submitted up to 120 hours before the estimated off block time (EOBT) of the flight. The date of the flight must be declared after the DOF/ indicator to be specified in item 18 of flight plan for plans submitted with more than 24 hours in advance of the EOBT.

Place Of Submission

Flight plans shall by submitted at the Aero¬nautical Information Services Office (AIS/ OPS) at the Grantley Adams International Airport.

For local flights. a flight plan may be submitted by telephone to the (AIS/OPS) at the Grantley Adams International Airport.

Changes To The Submitted Flight Plan

All changes to a flight plan submitted for an IFR flight or a controlled VFR flight and significant changes to a flight plan submitted for an uncontrolled VFR flight shall be reported as soon as possible to the appropriate ATS unit. In the event of a delay in de¬parture of 30 minutes (but no more than two hours) for a flight for which a flight plan has been submitted, the flight plan shall be amended or a new flight plan shall be submitted after the old plan has been can-celled.

Note 1: If a delay in departure of a controlled flight is not properly reported, the relevant flight plan data may no longer be readily available to the appropriate A TS unit when a clearance is ultimately requested, which will consequently result in extra delay for the flight.

Note 2: If a delay in departure (or cancellation) of an uncontrolled VFR flight is not properly reported, alerting or search and rescue action may be unnecessarily initiated when the flight fails to arrive at the destination aerodrome within 30 minutes after its current ETA.

Whenever a flight. for which a flight plan has been submitted, is cancelled. the ap¬propriate A TS unit shall be informed immedi¬ately.

Changes to a current flight plan for a controlled flight during flight shall be reported or requested, subject to the provisions in ICAO Annex 2, 3.6.2. (Adherence to flight plan). Significant changes to a flight plan for an un¬controlled VFR flight include changes in endur¬ance or in the total number of persons on board and changes in time estimates of 30 minutes or more.

Arrival Report (Closing A Flight Plan)

A report of arrival shall be made at the earliest possible moment after landing to the airport office of the arrival aerodrome by any flight for which a flight plan has been submitted except when the arrival has been acknowledged by the local A TS unit. After landing at an aerodrome which is not the destination aero¬drome (diversionary landing), the local ATS unit shall be specifically informed accordingly. In the absence of a local A TS unit at the aero¬drome of diversionary landing, the pilot is re¬sponsible for passing the arrival report to the destination aerodrome.

ATS Airspace Classification
Classification Of Airspaces

ATS airspaces are classified and designated in accordance with the following:

Class A. IFR flights only are permitted, all flights are subject to air traffic control service and are separated from each other.

Class B. IFR and VFR flights are permitted, all flights are subject to air traffic control service and are separated from each other.

Class C. IFR and VFR flights are permitted, all flights are subject to air traffic control service and lFR flights are separated from other lFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights.

Class D. IFR and VFR flights are permitted and all flights are subject to air traffic control service, IFR flights are separated from other IFR flights and receive traffic information in respect of VFR flights, VFR flights receive traffic information in respect of all other flights.

Class E. IFR and VFR flights are permitted, IFR flights are subject to air traffic control service and are separated from other IFR flights. All flights receive traffic information as far as is practical.

Class F. IFR and VFR flights are permitted, all participating IFR flights receive an air traffic advisory service and all flights receive flight information service if requested.

Class G. IFR and VFR flights are permitted and receive flight information service if requested.

There is a requirement for continuous two-way radio communication for all flights in class A, B. C and D. Only IFR flights must comply with continuous two-way radio communication requirement in classes E, F and G.

Repetitive Flight Plan System

The procedures concerning the use of Repetitive Flight Plans (RPL) conform to ICAO Doc 7030 and the PANS-ATM.

RPL lists relating to flights within the Piarco FIR shall be submitted at least ten days in advance to the following address:

Altimeter Setting Procedure
Introduction

The altimeter setting procedures in use generally conform to those contained in ICAO Doc 8168. Vol. I. Part 6 and are given in full below.

Transition altitude for Grantley Adams. which is 900 m (3 000 ft), is given on the instrument approach charts.

QNH reports and temperature information for use in determining adequate terrain clearance are provided in MET

broadcasts and are available on request from the air traffic services units. QNH values are given in hectopascals.

When requested, the QNH values will be provided in inches.

Basic Altimeter Setting Procedures

A transition altitude of 900m (3 000 ft) is specified for Grantley Adams Airport.

Vertical positioning of aircraft when at or below the transition altitude is expressed in terms of altitude, whereas such positioning at or above the transition level is expressed in terms of flight levels. While passing through the transition layer, vertical positioning is expressed in terms of altitude when descending, and in terms of flight levels when ascending.

Flight level zero is located at the atmospheric pressure level of 1013.2 hPa (29.92 ins). Consecutive flight levels are separated by a pressure interval corresponding to 152.4m (500 ft) in the standard atmosphere.

Note: Examples of the relationship between flight levels and altimeter indications are given in the following table, the metric equivalent being approximate.

Unlawful Interference
General

The following procedures are intended for use by aircraft when unlawful interference occurs and the aircraft is unable to notify an ATS unit of this fact.

Procedures

Unless considerations aboard the aircraft dictate otherwise, the pilot-in-command should attempt to continue flying on the assigned track and at the assigned cruising level at least until notification to an A TS unit is possible or the aircraft is within radar coverage.

When an aircraft subjected to an act of unlawful interference must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with ATS, the pilot¬in-command should, whenever possible:

Attempt to broadcast warning on the VHF emergency frequency and other appropriate frequencies, unless considerations aboard the aircraft dictate otherwise. Other equipment such as on board transponders, data links, etc., should also be used when it is advantageous to do so and circumstances permit.

Proceed in accordance with applicable special procedures for in-flight contingencies, where such procedures have been established and promulgated in DOC 7030 - Regional Supplementary Proce-dures.

if no applicable regional procedures have been established, proceed at a level which differs from the cruising levels normally used for IFR flight in the area by 300 m (1 000 ft) if above FL290 or by 150 m (500 ft) if below FL290.