We’re officially FF-ICE certified

In December 2025, we received our official FF-ICE certification, meaning all PPS X 1.2 customers are fully FF-ICE compliant through their flight planning system.
 
This milestone follows extensive regulatory work by AIR SUPPORT’s Development and Regulatory Compliance & Quality Assurance teams in close cooperation with EUROCONTROL, ensuring PPS X was aligned with FF-ICE requirements well ahead of the implementation deadline.

For PPS X 1.2 users, the message is clear:
 
✔️ FF-ICE compliance is built in
✔️ No additional regulatory follow-up required
✔️ Your flight planning workflows are ready for FF-ICE  

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Benefits of Continuous Climb/Descent Operations

When most consider how to reduce fuel burn, the cruise phase of flight is often given the most attention. While this makes sense given that the aircraft is cruising for most of the flight’s duration, the climb and descent portion is often overlooked.

During the climb, thrust levels are generally higher, the aircraft is at its heaviest, and the airspace is constrained. With this month’s Monthly Flight Operations Focus, we will delve into how operational efficiencies can be gained in the climb / descent portion of flight and factors impeding such efficiencies.

Video Tutorial: How to include SID and STAR in PPS X

What is Continuous Climb/Descent Operations (CCO/CDO)?

Continuous Climb Operations (CCO) and Continuous Descent Operations (CDO) are flight techniques enabled through appropriate airspace and procedure design and supported by air traffic control clearances which allow aircraft to fly profiles optimized to their performance capabilities.

CCO allows departing aircraft to climb continuously to their initial cruise altitude at optimal airspeeds and thrust settings, thereby reducing fuel consumption, emissions, and noise. Similarly, CDO enables arriving aircraft to follow an optimized, continuous descent using low thrust and low-drag configurations, minimizing fuel burn, emissions, and noise.

The optimal vertical profile is a continuously climbing trajectory, and any non-optimal climb segments introduced to meet aircraft separation requirements should be avoided. However, achieving this while also supporting CDO and maximizing overall airport capacity depends heavily on airspace design and the level restrictions applied through flight procedures or air traffic control clearances.

Effective design requires a thorough understanding of the optimal aircraft performance profiles at the airport to ensure procedures strike a balance between minimizing level-offs and speed constraints that degrade climb efficiency and accommodating other airspace users. Well-designed airspace should reduce the need to manage conflicts between arriving and departing traffic through ATC-imposed level or speed restrictions.

SID and STAR Design Considerations

The structure of SIDs and STARs often depends on airspace design and ATC procedures, but there’s still room for optimization. SID/STAR procedures need to be developed in a manner whereby they allow for the most optimal routings while avoiding conflicting traffic.

Thus, SID/STARs must be designed with consideration to the flight characteristics, limitations, and the aircraft performance capabilities encompassing a swath of aircraft type.

The climb phase-of-flight entails the highest thrust settings and highest rate of fuel consumption. Starting with the departing or arriving runway, the CCO/CDO SID/STAR should be created to allow inhibited flows between the runway and the procedure transition waypoint.

This applies to the intended aerodrome but must also consider other aerodromes in the areas. Ideally, a procedure would be created to allow unrestricted routing to/from the aerodrome, including crossing altitudes and speed restrictions. To accomplish this, traffic flows, terrain, restricted airspace, generic aircraft performance, and noise must be considered to accomplish a balanced SID/STAR design.

See how easy it is to change SIDs and STARs in PPS Flight Planning

Source: Qatar Supp 01/2025-03

Applying CCO/CDO in Operational Use

Operational use of the CCO/CDO involves optimal performance profile selection, aircraft configuration, and limited flight level requirements. As the aircraft is within the vicinity of the aerodrome, consideration should be given to flaps, slats, spoilers, and gear – all of which will impact the noise and fuel consumption.

To accomplish this, greater speed management will be required by flight crew as a clean configured aircraft will have higher Ref speeds – especially on approach. Ideally, the FMS would provide the optimum speeds based on the selected CCO/CDO procedure.

Despite a CCO/CDO being a SID or STAR, there are additional requirements on flight crew to consider. Unrestricted climbs to cruise are the most efficient operations; however, risk is injected if amendments to the climb are given once airborne as such injection may not be expected and require a reconfiguration of the FMS. Therefore, minimizing flight deck workload shall be accounted for when designing a CCO/CDO.

Additionally, the term continuous climb or continuous descent implies unimpeded restrictions to top-of-climb or bottom-of-descent. To ensure optimal use of the CCO/CDO, additional briefings may be required when flying a CCO/CDO procedure: speed or FL restrictions, noise abatement, optimal speed selection, unanticipated ATC interventions.

Source: https://upload.wikimedia.org/wikipedia/commons/1/16/Qantas_Boeing_737-800_spoiler_deployed_for_descent.jpg

The Role of Air Traffic Control in CCO/CDO Operations

The procedure design and flight plan are based on optimal environmental conditions. Once the flight is operational, tactical adjustments must be made by the ATCO who has the real-time perspective of the sector they are working. Thus, a Controller must be aware of providing proper separation while removing impediments to a flight on a CCO/CDO SID or STAR.

The prevailing notion of reaching top-of-climb as quickly as possible may not be the most efficient trajectory as flight crew may have selected a lower thrust climb profile. Conversely, tactical re-routing on the procedure can bring benefit as reduced track mileage is flown, although the ATCO must be aware of the noise regulations in the re-routed airspace. Ultimately, the flight crew must determine if a shorter route can be accepted due to aircraft performance.

In order to apply CCO/CDO, Controllers should be given adequate training on the benefits – and consequences – of CCO/CDO. The training should include the airspace design, pre-determined factors to avoid conflicting traffic, an understanding of aircraft performance, and the necessity to use standard ATC phraseology.

Because CCO/CDO procedures require no vectoring, the Controller is able to monitor the flight as opposed to actively work the flight. With that being said, Departure Clearance or the Arrival Controller must be aware of the TMA capacity to ensure that uninhibited CCO/CDO procedures can be flown.

Source: https://www.eizoglobal.com/solutions/casestudies/atc/federal-aviation-administration/index.html

What Makes CCO/CDO Successful?

As the aviation industry moves toward a more sustainable future, small improvements across thousands of daily flights can make a significant cumulative impact.

Expanding the prevalence of CCO/CDO procedures is a method to improve flight and environmental efficiencies. In order to have successful CCO/CDO operations, the procedures and airspace need to ensure that traffic conflicts can be avoided, airspace capacity can be maintained, the SID/STARs are cost-effective for the operator, reduces workload for crew and Controllers while mitigating environmental impacts.

If these requirements can be consistently met during daily operators, then it can be said that the CCO/CDO procedure is a success.

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Ensuring Continuous Tracking with ACARS

In modern flight operations, situational awareness depends on reliable aircraft tracking. Yet, even with today’s advanced surveillance systems, data gaps can still occur, especially over oceans, deserts, or remote airspace, where ground-based radar or ADS-B coverage is limited.

In simple terms, ACARS (Aircraft Communications Addressing and Reporting System) is a digital datalink system that enables automated communication between aircraft and ground systems, ensuring operators receive critical operational data anywhere in the world.

That’s why ACARS remains a vital part of global aviation. Using VHF, HF, or SATCOM channels, ACARS provides a resilient communication bridge that supports continuous position reporting, OOOI events, and essential status messages even when other tracking sources experience interruptions.

Why Aircraft Tracking Can Be Lost

Despite major advances in surveillance, interruptions in aircraft tracking still happen. Typical causes include:

• Coverage gaps – Ground radar and ADS-B depend on terrestrial or satellite coverage, which remains incomplete in certain regions.
• Signal interference – GPS and ADS-B signals can be disrupted by interference or targeted jamming.
• System outages – Failures in data networks or onboard transponders can temporarily interrupt position reporting.
• Equipment or power issues – Onboard system faults may prevent data from being transmitted.

These interruptions create short-lived “blind spots” in tracking data unless operators have a redundant system in place to compensate.

ACARS: A Redundant and Reliable Tracking Source

ACARS provides a critical extra layer of situational awareness by transmitting messages directly from the aircraft’s onboard systems. Because it uses multiple communication channels (VHF, HF, and satellite), ACARS continues operating even when other tracking feeds go offline.

When integrated with systems like OpsControl, ACARS data complements radar and ADS-B feeds to create a layered tracking setup. This approach ensures continuous aircraft visibility and improves operational resilience, especially for long-haul and transoceanic operations.

Key Benefits of Using ACARS for Tracking

• Continuous coverage – Maintains position reporting even in regions without ADS-B or radar visibility.
• Data reliability – Messages are generated directly by the aircraft’s systems, reducing dependency on external networks.
• Operational awareness – OOOI events (Out, Off, On, In) and automatic position reports enhance flight watch and dispatch efficiency.
• Resilience through redundancy – Keeps the operational picture intact when other communication links fail.

For global operators, this means fewer blind spots, more confidence, and a stronger foundation for proactive flight following.

READ ALSO: Incorporating Real-Time Risk Management into an Airline Integrated OCC (IOCC)

A Proven Network for Global Operations

ACARS has supported aircraft-to-ground communication for decades, connecting cockpits and dispatch centers through robust, redundant networks. Its global reach across terrestrial radio frequencies and satellite links makes it one of the few truly universal communication systems in aviation.

By integrating ACARS data into their operational systems, operators gain a reliable backup for flight tracking and an added layer of safety for every phase of flight.

Looking Ahead

As the industry moves toward even greater data integration and automation, ACARS remains a cornerstone of reliable flight operations.

At AIR SUPPORT, we continue to enhance connectivity options within our solutions, ensuring that operators benefit from continuous situational awareness wherever their aircraft are in the world.

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BeOnd: Scaling a Premium Airline with In-House Operational Control

How do you scale from startup to multi-station international airline, while operating at the edge of aircraft performance and fuel optimization?

In the latest issue of Aircraft IT Operations, beOnd shares its journey from launch to growth, and how bringing its Operations Control Center (OCC) in-house became a turning point.

“PPS and its support team are a great partner for BeOnd. They are very responsive, keep improving and are very reliable. In fact, I can honestly say that PPS has been and remains critical to our success.” – Zain Eejaz, Manager of Flight Operations Technical & Planning

Founded in 2022 and operating under a Maldivian AOC, beOnd positions itself as the world’s first all-business-class leisure airline. With an Airbus A320-family fleet, seasonal European routes and charter operations, the airline combines lean startup agility with complex operational requirements.

In the case study, Zain Eejaz, Manager Flight Operations Technical & Planning, explains how the airline:

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The Evolution of NOTAMs

The concept of notifying pilots of changes or hazards impacting their flight dates back to the early days of aviation, when pilots relied on ad hoc bulletins or notices distributed by national aviation authorities. Over time, as air traffic grew and operations became more complex, the need for a formal notification mechanism became apparent.

With the creation of ICAO in 1947, a more standardized global framework for aviation information emerged. The acronym NOTAM (Notice to Airmen or Notice to Air Mission) entered common usage alongside a standardized method to create the relevant information.

At first, NOTAMs were relatively simple: they supplemented regular aeronautical information publications (AIP) or charts with timely alerts about changes, hazards, or temporary conditions (runway closures, obstacles, etc.). As systems evolved, the content of the NOTAM has expanded, and the method of transmission shifted to the use of the AFTN.

What NOTAMs Cover

Today, a NOTAM is a formal notice containing information about the establishment, condition, or change in any aeronautical facility, service, procedure, or hazard, the timely knowledge of which is essential to flight operations. Owing to loose definitions, liability concerns, and an overall global reach of aviation, NOTAM content now encompasses far more information than originally anticipated ~80 years ago.

READ ALSO: Understanding NOTAMs in Aviation

Understanding NOTAM Structure and Types

Under the guidance of ICAO Annex 15, the structure of a NOTAM is well-defined. The benefits of this structure are often lost owing to free-text or inconsistent application of the NOTAM from individual NOTAM Offices (NOFs).

Some common NOTAM categories are:

• Aerodrome / runway NOTAMs: closures, lighting outages, pavement conditions, snow/ice, taxiway availability.
• Navigational aid (NAVAID) NOTAMs: malfunctioning VORs, ILS, GPS outages, etc.
• Airspace / restriction NOTAMs: temporary flight restrictions, military exercise zones, special use airspace, drone/UAS restricted areas.
• Obstacle / crane notices (OBST): tall structures or cranes near active flight paths.
• Hazard or event notices: bird concentrations, snow/ice conditions (SNOWTAM), volcanic ash (ASHTAM), rocket launches, parachuting, laser activity.
• Procedure / chart changes: changes in instrument approach or departure procedures, missed approach fixes.
• Service communications: failures in communications links, ATC services, lighting, radar, etc.
• Regulatory / security / administrative: VIP movement, special events, temporary no‑fly zones.

https://nats-uk.ead-it.com/cms-nats/export/sites/default/en/NOTAM/NOTAM/NOTAM-Guidance-Material-Version-6.0-10_08_2023.pdf

A Growing Volume of Information

Various entities in aviation receive and database NOTAMs from NOFs globally. A survey conducted in 2020 revealed that there were 1.7 million new NOTAMs issued. Of this number, AIR SUPPORT personnel have determined that an average of 600 new NOTAMs each day are relevant for flight planning constraints.

https://ops.group/blog/the-notam-team/

Why the Number of NOTAMs Keeps Rising

Despite sophisticated charts, on‑board navigation systems, and predictive data used in modern aviation, NOTAMs are still required for the simple reason that no alternative has been developed that fulfils the role as a source for transmitting timely aeronautical changes. The industry has long identified the current NOTAM system as a safety hazard and liability, yet replacing NOTAMs with a new process has proven to be unattainable thus far. Numerous reasons can be attributed to the difficulty, including the below.

Non-Compliance To ICAO Guidance

According to ICAO Annex 15, NOTAMs are to be used for activities of a short duration and are to remain valid for no longer than 90 days. Any information still valid thereafter should be distributed via a formal publication: AIRAC AMDT, Supplement, or AIC. Even with this guidance, NOTAM databases contain NOTAMs that are 10+ years old. Because NOTAMs sometimes persist past their useful life, pilots face “clutter” that can obscure critical items.

Difficulty in Filtering

In aviation, where safety is paramount, it can be difficult to determine which NOTAMs are operationally relevant and which are marginal. To offset the sheer volume of NOTAMs, flight planning systems offer users the ability to reduce their NOTAM package through electronic filters. However, due to inconsistencies in NOTAM issuance – namely with the Q-Code, effective times, and keywords, more NOTAMs than necessary are presented to the flight crew. Conversely, aggressive filtering can lead to relevant NOTAMs being omitted.

Legacy Habits and Legal Liability

Following with the safety mentality, many NOTAM originators and NOFs take the position of ‘more information is better than less’, which results in issuing a NOTAM even for minor changes. This leads to policies that lack clear criteria and oversight, whereby NOTAMs for minor issues (e.g., small crane operations, low antennas, grass cutting) are being published, even if the operational impact is negligible.

Omitting a NOTAM that later leads to an incident may expose liability. Thus, there is an understandable resistance to removing “non‑critical” NOTAMs. Additionally, airspace users are subject to the regulations stipulated by their CAA, who can conduct ramp checks and audits of the flight crew’s documentation. Any NOTAM excluded from the NOTAM package that is deemed relevant by the Regulator could result in penalties being levied.

Technical & Data Architecture Constraints

Traditional NOTAM systems are often constrained by legacy architectures (e.g., plain text, limited fields, AFTN routing). These systems lack complicated functionalities or filtering capabilities, making it hard to suppress irrelevant NOTAMs automatically. The shift to new NOTAM systems is complex and expensive. In an environment where the digital NOTAM is not widely used, the reluctance of ANSPs to invest in new systems is understandable.

https://store.icao.int/en/annex-15-aeronautical-information-services

Modernization Efforts and the Digital NOTAM

Despite technical constraints, the move to digital NOTAM is gaining traction globally. The AIXM-based digital format aims to make them machine‑friendly and more selectively filtered, but the underlying function is still essentially the same: a message containing timely changes to aeronautical information.

In the meantime, various organizations have launched initiatives with the focus on reducing the number of NOTAMs to be reviewed by the Dispatcher / Flight Crew. While valiant, these initiatives still do not address the core problem: too many NOTAMs are being issued.

https://ext.eurocontrol.int/aixm_confluence/display/ADTKIT/Overview?preview=/39880480/75989302/DigitalEventOverview.png

The Way Forward

NOTAMs remain a critical link in the chain of aviation safety, bridging the gap between static aeronautical data and real‑time operations. Their history stretches back decades, evolving from simple bulletins to the forthcoming digital format with content ranging from runway closures to airspace restrictions to navigational outages.

Yet the problem of too many NOTAMs is real: pilots often find themselves sorting through pages of NOTAMs to identify relevant content. Efforts to reduce that clutter run into challenges of judgment, organizational inertia, legacy systems, safety conservatism, and the need to coordinate across many stakeholders.

The path forward lies in modernization: adopting structured digital NOTAM formats, enhanced filtering and relevance scoring, better criteria for issuance and cancellation, and improved user interfaces. But even with better tools, the underlying requirement remains: how to deliver complete, timely safety-critical information while minimizing distraction and overload. While technologies evolve, the core concern surrounding the number of NOTAMs will remain an active concern in aviation for years to come.

How to Handle NOTAMs Today?

AIR SUPPORT has added NOTAM keyword highlighting in CrewBriefing (see the Help Centre article below) and alerts and warning messages in the OpsControl | NOTAM Watch module – enabling dispatchers and flight operations to manage NOTAMs more easily and with greater confidence. 

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