Jennifer Harrington-Snell

The latest figures from the International Air Transport Association show that <a href="http://www.ainonline.com/aviation-news/ain-air-transport-perspective/2013-09-09/july-traffic-growth-checked-slowing-bric-economies">international traffic growth</a> and passenger demand in the Middle East is still outpacing the rest of the world. With competition among operators getting tougher every day, the need for proper flight planning is more important than ever.


“There is a lot of traffic,” said Tim Bartholomew, manager of international flight services at Rockwell Collins. “There is a lot of corporate traffic, a lot of commercial traffic and a lot of cargo traffic.” As a result, business aviation has to complete daily for both airspace and parking at Middle Eastern airports. “As with any congested airspace, airway restrictions are fairly common across the region,” said Djamal Nedjadi, director of flight operations at Jetex. “In some parts of the Middle East, for example, there are airways that may be used for domestic traffic only, and other parts that are reserved for military use. Consequently, it’s important that operators work with a knowledgeable flight-support provider best placed to map the most efficient flight plans.”


Parking is also a challenge, at airports of all sizes. Muscat International Airport in Oman, for example, has implemented “black-out” periods for GA aircraft between 0500 and 0800z and 1730 and 2200z. “At certain periods of the day they won’t allow GA aircraft because the airport is saturated with commercial traffic,” Bartholomew said. “We know that well in advance, and we can plan around those blackout periods.”


Dubai World Central


In Dubai, GA aircraft are going to have to use Al Maktoum International at Dubai World Central (DWC), due to the large volume of commercial traffic at Dubai International, according to Bartholomew.


Flying into smaller airports is no easier, however. “Some countries do not allow operations into small airfields at all, so that is certainly the first thing to check,” said Nedjadi. “That aside, the main challenges are typically obtaining permits and fuel, as the infrastructure is simply not as developed and the process can take time. In some countries it is mandatory to enter via an airport of entry, and in others you might be required to carry a local instructor to fly into smaller airfields.”


At most airports, however, the infrastructure and processes are mature enough to accommodate private air travel, according to Blane Boynton, director of aerospace services, Honeywell Aerospace.


However, flights should ideally be scheduled at least two weeks in advance. “The sooner the better,” said Bartholomew, adding that parking spaces are allotted on a “first-come, first-served” basis.


Once en route, the goal of every flight should be to stick with the planned itinerary. However, changes can be made if there is an issue involving safety of flight. “ATC is more than willing to work with you depending on the nature of the change,” Bartholomew said, adding that ATC is very accommodating when it comes to mechanical, medical or safety of flight issues, including weather. The most hazardous weather occurs in the autumn and winter, Bartholomew said. In the fall, tropical cyclones from the Arabian Sea can affect weather in Oman and the UAE, and strong cold fronts create blowing dust and sand storms in the winter.


Earlier this year, Jetex and Honeywell signed an agreement giving customers access to Jetex’s trip planning and 24-hour on-the-ground concierge service, and Honeywell Global Data Center’s live dispatching and flight tracking service. The Flight Sentinel service will allow customers to receive live flight updates and relay real-time ETAs and route changes. The service is particularly useful in emergency situations, said Boynton.


“In such a situation, the airborne crew can alert our dispatchers of the issue via data link message or satellite phone call, and we can then go to work between our dispatch desk and Jetex’s trip support specialists to find a solution,” said Boynton. “Once we make the proper changes we can then relay the route changes to the aircraft in real time while we make the necessary arrangements on the ground, leaving the pilots and crew to focus on managing the situation on board and getting the aircraft safely on the ground.”


Political Climate 


In addition to knowing the operational requirements, operators must also be aware of the current political climate, according to Bartholomew. In particular, operators need to keep abreast of the situation in Syria and Egypt. “Operators are not encouraged to overfly Syria because there is a potential hazard to life and limb,” Bartholomew said, adding that U.S.-registered aircraft should also try to avoid overflying Iran due to political tensions between the U.S., Iran and Syria. U.S. law also places restrictions on U.S.-registered aircraft flying into either country.


U.S.-registered aircraft can overfly and land in Egypt with no problems, but it is still important to be aware of the current situation. Operators also need to know the entry requirements of each individual country. “Some countries–Saudi Arabia and Israel, in particular–have very specific operational requirements, which is why it is critical that customers have access to an experienced regional support service that can navigate such requirements,” said Nedjadi.


Saudi Arabia, for example, requires visitors to submit a sponsor letter to the General Authority of Civil Aviation (GACA) in order to fly into the country. In terms of personnel and passengers, anyone visiting the Middle East should have a passport that is valid for at least nine months. Depending on the country, crew visas are either not required or can be obtained on arrival, according to Bartholomew. In addition, some countries require crewmembers to be in uniform and to have proper crew identification.


Some countries also have requirements not related to flight. “While operators tend to be familiar with flight-related procedures for each country, it is easy to forget some of these important yet non-flight-critical requirements that absolutely must be followed,” Nedjadi said. “To give one specific example, it is very important to remember that when flying into Saudi Arabia alcohol is stowed and any on-board bars are sealed at least 30 minutes prior to arrival.”


Crew and passengers must also be aware of the culture they are visiting, regardless of its location. “For visiting crews and passengers, especially western visitors, it is very important to be aware of the culture and take a very conservative attitude,” Bartholomew said. “That would be the wise thing because you don’t want to offend anyone. You should do this for any country you visit.”