Saint Barthelemy Overflight Permits Regulations 2024

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About Saint Barthelemy | History - Geography

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Saint Barthelemy, a French-speaking Caribbean island commonly known as St. Barts, is known for its white-sand beaches and designer shops. The capital, Gustavia, encircling a yacht-filled harbor, has high-end restaurants and historical attractions like the Wall House, whose exhibits highlight the island’s Swedish colonial era. Perched above town is 17th-century Fort Karl, looking out over popular Shell Beach.

The Given Below Information Is Extracted from the Saint Barthelemy( France ) AIP

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Flight Planning
Regulatory Basis

The regulatory requirements for flight plans are defined by :

1) regulation (EC) N° 1033/2006 from the Commission of July 4, 2006 and lay down the requirements on procedures for flight plans in the pre-flight phase in the Single European sky, as amended by Regulation (EC EEC) N° 929/2010 of the Commission of October 18, 2010 (Regulation applies to IFR flights).

2) amended Commission Implementing Regulation (EU) N° 923/2012 of 26 September 2012 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation.

3) the amended decree of 11 December 2014 on the implementation of Implementing Regulation (EU) N° 923/2012.

4) the amended decree of 21 April 2017 on the rules and procedures for air traffic services rendered to aircraft operating under the rules of general air traffic.

Methods Of Communication Of The Flight Plan

A centralized processing and distribution of IFR flight plans was established under the authority of the central flow management unit ( NMOC ) managed by the EUROCONTROL agency. This service is provided as part of the ICAO EUR Region using an integrated system for processing initial flight plans (IFPS). This region is called the "IFPS zone" (IFPZ).

No flight plans shall be filed via the airspace FIR/UIR or ACC/UAC or CTA/UTA deviating from the State restrictions defined within the Route Availability Document (RAD). This common European reference document contains all airspace utilization rules and availability for FIR/UIR or ACC/UAC or CTA/UTA.

Filing Of A Flight Plan

Deadlines: When filed before departure, a flight plan (FPL) is not released more than 120 hours before the estimated time of departure from the stand.

In addition, the notice for filing VFR flight plans is limited to a maximum of 24 hours before the Estimated Off Block Time (EOBT).

The cases in which flight plans are required are described in :

ENR 1.2 for VFR flights

ENR 1.3 for IFR flights

Means Of FPL Communication

Filed flight plans (FPL) are communicated by the captain or representative:

i. directly to the NMOC body, only for IFR or partially IFR and containing a portion entering the IFPS zone (IFPZ), flying over or leaving it, using a standard message on the AFTN or SITA network indicating the IFPS address.

ii. via the SIA website (www.sia.aviation-civile.gouv.fr) under the heading: "Preparation of flight → online preparation → flight record → flight plan" or directly via the site OLIVIA (http://olivia.aviation-civile.gouv.fr)

iii. directly at the ATS reporting office (ARO) of the departure aerodrome by filing a flight plan form for IFR or partial IFR flight and communicated to the IFPS.

In the absence of ATS reporting office, or outside of its opening hours, the flight plan is sent to the regional office for information and assistance in flight (BRIA) of the applicable region, or failing that, a BRIA open 24 hours.

iv. by calling the number 0810 437 837 (0810 IFR VFR) which connects with the appropriate civil aviation services unit in metropolitan.

v. during the flight, the pilot in command transmits the flight plan to the applicable air traffic authority by means of air-ground communications used by this authority. When the transmission of a flight plan cannot be made, the captain sends the flight plan to an air-ground radio station requesting that it be forwarded to the applicable air traffic unit.

Note 1:The IFPS shall distribute the flight plan accepted by all relevant ATS in their area of responsibility. It is the responsibility of the senders of flight plans filing plans with IFPS to ensure that flight plans and any amendments thereto shall be sent to all relevant ATS outside the IFPZ.

To ensure consistency between flight plan data distributed within the IFPZ and those distributed outside the IFPZ, the central flow management unit ( NMOC ) has established a"re-addressing" function. This feature is intended primarily for flights that begin in IFPZ and then leave.

Note 2:The BRIA coordinates/address are available in the GEN 3.1 as well as on the SIA website under the "Préparation du vol (preparation of flight)" tab and "Assistance BRIA (BRIA support)."

Note 3:FPLs relating to flights conducted in accordance with both general air traffic (GAT) and perational air traffic (OAT) rules are referred to as “mixed FPLs”. All mixed FPLs shall also be sent to the “Bureau d’Information des Vols Centralisé” (BIVC) which will process the portion of the flight conducted in OAT.Thus, the mandatory addresses to be used for mixed FPL

Regarding a mixed OAT/GAT FPL, as soon as the FPL complies with military and IFPS rules, the operator will receive two separate acceptance messages from these two entities. Once these two messages are received (ACP from the BIVC and ACK from IFPS), he will be allowed to operate his flight.

Notification Of Changes To The Filed Flight Plan

Any delay of more than 30 minutes, 60 minutes for uncontrolled flights from the scheduled time of departure from the stand is submitted as quickly as possible to an appropriate air traffic service authority.

If a delay notification has not been made within sixty minutes after the estimated time of departure from the stand, a new flight plan must be filed.

In accordance with Regulation (EC) No. 1033/2006, which refers to ICAO doc 7030/EUR, and IFPS User manual, any delay in the Estimated Off Block Time (EOBT) of more than 15 minutes for any IFR flight within the IFPZ is transmitted to the IFPS.

Repetitive Flight Plans (RPL)

Repetitive flight plans (RPL) are communicated to the central flow management unit ( NMOC ), managed by the Eurocontrol agency. They are prepared and submitted in accordance with the procedures described in the IFPS User Manual,

Acceptance of flight plans filed via an electronic system With respect to the 8.33 kHz channel spacing capable radio equipage requirements for IFR flights, the IFPS (see IFPS Manual 19.0.03, chapter 47. 8.33 channel spacing) may send one of the following comments:

a. REJ message with the following comment: This flight does not comply with 8.33 radio equipment.

b. ACK message with the following comment: Flight plan is not compliant with 8.33kHz radio equipment; expect significant operational penalty , if the flight is indicated as STS/SAR or STS/HOSP

c. ACK message with the following comment: This flight may require special handling by ATC due to 8.33 kHz carriage requirements , if the flight has UHF radio communication capability and plans to operate in an area where communication is provided on UHF.

General

The format of the flight plan is consistent with the ICAO flight plan described in "Procedures for Air Navigation Services - Air Traffic Management" (PANS-ATM, Doc 4444 ICAO).

Some restrictions or additional requirements are however applicable, on one hand, because of the specific characteristics of the ICAO EUR region described in document 7030 (preceded by the words " [EUR] " in the following text) and, on the other hand, because of the specific characteristics of the French ATM system (preceded by the words " [FR] " in the following text).

All times are Universal Coordinated Time (UTC) and are identified by a group of 4 digits.

All estimated durations are expressed by a group of 4 digits (hours and minutes).

Addressing And Entering Data

Addresses to be indicated in the "addressees" field of the form 1.10.3.1.1 above are available in the section ENR 1.11.

Flight plan data is entered in the fields 7, 8, 9, 10, 13, 15, 16, 18 and 19 of the form 1.10.3.1.1 above according to the following procedures.

For all mixed FPLs (GAT/OAT), the address of BIVC (Bureau d ’Information des Vols Centralize) of the defense shall be added: LFXOYXYX.

Aircraft Identification (Maximum 7 Characters)

The aircraft identification is indicated by entering one of the following data, using a maximum of seven alphanumeric characters, without hyphens or any sign:

1) the ICAO designator for the aircraft operator followed by the flight identification (for example: KLM511, NGA213, JTR25) when in radiotelephony, the call sign to be used by the aircraft will consist of the ICAO telephony designator of the aircraft operator followed by the flight identification (for example: KLM 511, NIGERIA 213 JESTER 25).

2) the nationality or common mark and registration mark of the aircraft (examples: EIAKO, 4XBCD, N2567GA) in the cases listed below:

a) when in radiotelephony, the call sign to be used by the aircraft will consist of this identification alone (for example: CGAJS), or preceded by the ICAO telephony designator of the aircraft operator (for example: BLIZZARD CGAJS)

b) when the aircraft is not equipped with a radio or 3) for authorized companies, two-letter code of the aircraft operator followed by the flight number and a digraph of two letters (for example: IT354AB).

Note:The ICAO designators and telephony designators of aircraft operators are given in ICAO Document 8585 - "Designators for aircraft operators and Aeronautical Authorities and Services."

Note:For IFR training flights which include several consecutive segments (“touch & go”) subject to different flight plans, call signs listed in box 7 of two successive flight plans must be different (this constraint is related to the use of S mode).

Field 8: Flight Rules And Type Of Flight

Flight rules are shown applying the following procedure:

1) indicate by one of the letters below the category of flight rules with which the pilot intends to apply:

a) I : for IFR flight

b) V : for VFR flight

c) Y : for a flight beginning in IFR and for which flight rules then change once or more

d) Z : for a flight beginning in VFR and for which flight rules then change once or more

2) specify in field 15 points where a change of flight rules is planned.

Flight type

The type of flight is indicated by one of the following letters, when required by the appropriate ATS authority:

a) S : scheduled air transport

b) N : for non-scheduled air transport

c) G : for general aviation

d) M : for military aviation (see also note here-after)

e) X : for other types of flight.

Note: Operators of State aircraft, including police and customs aircraft indicate the type of flight using the letter M.

Altimeter Setting Procedures
General

The rules for altimeter setting applied and the resulting procedures conform in practice with the provisions laid down by the ICAO in the following documents:

DOC 8168-OPS/611 Procedures for air navigation services.

Technical operation of aircraft

DOC 4444-RAC/501 Procedures for air traffic services ;

Rules for air traffic services.

DOC 7030 - Complementary regional procedures.

Purpose And Application Of Altimeter Setting Procedures

The purpose of altimeter setting procedures is :

• to ensure that adequate vertical spaces remain between aircraft during all flight phases.

• to ensure obstacle clearance with the required safety margins, during all flights phases.

Vertical Spacing Of Aircraft

Except when landing or taking off, the vertical spacing of aircraft is based on the use of a flight level system.

Zero flight level is the isobar surface of 1013.2 hPa and successive flight levels are separated by pressure intervals equivalent to a vertical distance of 152.4 m (500 ft) in standard atmospheric conditions.

Depending on the portion of air space considered the relevant, vertical spacing is calculated from flight levels at spacing 500, 1000 or 2000 ft (in standard atmospheric conditions).

Obstacles Clearance

a) in flight Pilots can check when in flight that the flight level applied or planned allows an adequate safety margin for obstacle clearance, by means of the QNH information supplied by the network of meteorological stations.

b) when landing and taking off A transition altitude is set for every Terminal Control Area (TMA). The transition altitude is published on the IACs of aerodromes located within the TMA limits as also on the IACs of aerodromes located below the TMA when the minimum holding altitude is above the TMA base. The transition altitude is also published on the chart (scale 1:1,000,000) issued from the Aeronautical Information Service, for VFR flights, when the transition altitude value is different from 5000 feet. The transition altitude is never less than 450 m (1500 ft) above the aerodrome.

The transition level is, above the transition altitude, the lowest planned flight level for IFR flights. The transition level is at least 305 meters (1000 ft) above the transition altitude.

Air traffic services agencies determine the current transition level at aerodromes or areas of aerodromes based on QNH observations and forecasts.

The altimeter setting is changed at latest when crossing :

• the transition level in the case of descending aircraft

• the transition altitude in the case of an ascending aircraft.

The QNH followed by the QFE (aerodrome and/or threshold) are supplied:

• by the automatic terminal information service (ATIS) ; settings are then repeated by the air traffic control centers according to the applicable instructions

• by the organism responsible to provide these parameters in the absence of ATIS.

When an aircraft has been alloted landing number one and when it is known that it is making use of the QFE to end its approach, the position of this aircraft in the vertical plane is expressed as a function of its height in relation to the QFE reference level during that part of the flight during which the QFE may be used, essentially during final approach. This height is expressed in relation to the altitude of the aerodrome.

However, in case of IFR approaches, it is expressed in relation to the altitude of the runway threshold used in the following cases :

• for all precision approaches

• for all non-precision approaches when the threshold is at more than 5 m below the aerodrome altitude.

Selection of the altimeter settings used during the missed approach procedure depends on whether the procedure can or cannot be carried out below the transition altitude.