FAQs

Yes, all seaplane landings need approval. Contact: Lamar.thompson@caabahamas.com 

Yes, for landings outside of an airport, approval is required, and permission granted after site inspection is conducted. The Operator must have safety measures implemented as well.

 Contact: Lamar.thompson@caabahamas.com 

You must prove ownership of the aircraft (Bill of Sale or Lease Agreement) and fall under one of the following: 

• The Government of The Bahamas
• A Bahamian Citizen 
• A citizen of another state who is lawfully a permanent resident of The Bahamas 
• A corporation lawfully organized and doing business under the laws of The Bahamas; or
• A privately operated aircraft owned by an individual citizen or a corporation of another State only at the discretion of the Director General.  

CAP GEN 02 elaborates more on the requirements and process of registration. 

Application for a Special Flight Permit must be made with the use of Form AIR 03.

The regulation, justification and requirement for a Special Flight Permit can be found in CAR AIR 1 chapter 4, CAR 21 chapter 9 and CAP AIR section 9. 

A.N.S. stands for Air Navigation Services

The best candidate(s) will be an Air Traffic Controller, RBDF Officer (Search & Rescue), Civil Engineer, Forecaster, Communication, Navigation, and Surveillance (CNS) Technician (Primary/Surveillance Radar, radio & Navigation Aids), Flight Procedure Designer and Cartographer.

The areas A.N.S. are responsible for is Air Traffic Services (ATS), Communication, Navigation and Surveillance (CNS), Meteorology (MET), Aeronautical Information Services (AIS), Instrument Flight Procedure Design, Aeronautical Charts, and Search & Rescue

There are ten (10) ICAO Annexes and related CAR’s that govern A.N.S.

1. Rules of the Air- Annex 2/ CAR OPS 0
2. Meteorological Service for International Air Navigation-Annex 3/ CAR MET
3. Aeronautical Charts-Annex 4/CAR MAP
4. Instrument Flight Procedure Design-CAR IFPD
5. Units of Measurement to be used by Air and Ground Operations-Annex 5/CAR DEF
6. Aeronautical Telecommunications-Annex 10 (Volumes I to V)/CAR CNS
7. Air Traffic Services-Annex 11/CAR ATS
8. Search & Rescue-Annex 12/CAR SAR
9. Aeronautical Information Services-Annex 15/CAR AIS
10. Safety Management-Annex 19/CAR SMS

The A.N.S. Department is responsible for the safety oversight of the seven (7) areas under its purview through various surveillance activities such as audits, inspections and observations, ensuring the providers of the services involved, comply with national regulations and international standards.

• Fly for recreational purposes only
• Follow the safety guidelines of a Community Based Organization (CBO)
• Keep your drone in your visual line of sight (VLOS)
• Always give way and never interfere with manned aircraft.
• Get an airspace authorization before flying in controlled airspace.
• Do not fly higher than 400ft above the ground in uncontrolled airspace.
• Pass an aeronautical knowledge and safety test.
• Register and mark your drone.

Yes! The CAA-B requires that all drones be registered. Drones over 249 grams requires a UAS certificate or Certification from the country of origin.  To register the drone just fill out the form on the CAA-B website and submit. When completed you will be sent a reply email requesting additional information.  See https://caabahamas.com/drone-registration/ for form.

Below are the process steps:

1. You will receive a drone registration notification email when you register your drone at https://caabahamas.com/drone-registration/ .
2. Once payment is confirmed and the authorization\registration has been approved, Civil Aviation Authority Bahamas will email your drone certificate authorization.

For those intending to use drones for commercial purposes, there are separate fees applicable. To inquire about drone fees related to commercial use, please contact the Air Transport Licensing (ATL) department of the CAA-B by emailing atl@caabahamas.com.

A completed registration form from the CAA-B website consisting of the following information:

Registrants Name, Address, Email address, Phone contact and Mailing address

Make

Model

Weight

Serial Number

There are two fee options for recreational drones. A $30 fee (5 business days processing time) and a $50 expedited fee (2 business days processing time) for recreational drones.  Below are the process steps:

1. You will receive a drone registration notification email when you register your drone at https://caabahamas.com/drone-registration/ .
2. Once payment is confirmed and the authorization\registration has been approved, Civil Aviation Authority Bahamas will email your drone certificate authorization.

For those intending to use drones for commercial purposes, there are separate fees applicable. To inquire about drone fees related to commercial use, please contact the Air Transport Licensing (ATL) department of the CAA-B by emailing atl@caabahamas.com.

Currently only a certificate is required for recreational use, however drones over 50 kilos and those for commercial use requires one. For further inquiries, contact The Air Transport Licensing Department.

Drones shall not operate:

(a) At a height exceeding 400ft or 122m above ground level.

(b)Beyond a maximum range of 1640 f (500m).

(c) At a distance beyond the unaided visual range of the operator(s) of the aircraft.

(d) Over or within 500ft (152m) of an organized open-air assembly of people.

(e) Over or within 165ft (50m) of any person. However, during take-off and landing, the aircraft  maybe flown within 165ft (50m), but no less than 100ft (30m) of any person. These stipulations do not apply to the person in control of the aircraft.

(f) Over a private or public property or dwelling, without prior permission.

(g) Within 16,500ft (5,000m) of any aerodrome or rotorcraft designated landing zones, such as helipads.

(h) At night or during low visibility conditions.

(i) Within or over restricted or prohibited airspace

 

 

 

 

No, however at any time you may be subject to drone surveillance.

Seek approval from ATL (Air Transport Licensing) via email Air Transport Licensing Department .

The earth’s climate has remained relatively stable for most of human history.  This is evident from temperature records some of which date back to the mid-1800s and before this based on reconstruction from other records and measurements e.g. tree rings.   Since about the middle of the 20th Century an increasing trend is evident in the global temperature record. This is frequently referred to as global warming, but the term can include other changes such as melting of ice and thermal expansion of the oceans which is a major contributor to sea-level rise.  

Fig. 1 Total greenhouse gas emissions (kt of CO2 equivalent) – Bahamas, The 

 

The greenhouse effect is the way in which heat is trapped close to Earth’s surface by “greenhouse gases.” These heat-trapping gases can be thought of as a blanket wrapped around Earth, keeping the planet toastier than it would be without them. Greenhouse gases include carbon dioxide, methane, nitrous oxides, and water vapor.   

 

 Fig.2. The Greenhouse Effect

Climate change refers to long-term shifts in temperatures and weather patterns. These shifts may be natural, such as through variations in the solar cycle. But since the 1800s, human activities have been the main driver of climate change, primarily due to burning fossil fuels like coal, oil and gas. Burning fossil fuels generates greenhouse gas emissions that act like a blanket wrapped around the Earth, trapping the sun’s heat and raising temperatures. 

 Examples of greenhouse gas emissions that are causing climate change include carbon dioxide and methane. These come from using gasoline for driving a car or coal for heating a building, for example. Clearing land and forests can also release carbon dioxide. Landfills for garbage are a major source of methane emissions. Energy, industry, transport, buildings, agriculture and land use are among the main emitters. 

The Bahamas is at great risk and vulnerability given its geographical features as a low-lying, sea encircled country. If projected sea level rise is reached by 2050, between 10-12% of territory will be lost, especially in coastal zones where the main tourism assets are located.  Vulnerability could also be manifested if flight carbon emission taxes are established in the main source markets, representing an economic threat to the tourism sector for the islands.

The ambient air quality pollutants of most concern are Nitrogen Dioxide (NO2), Particulate Matter (PM), Ozone (O3) and Polycyclic Aromatic Hydrocarbons (PAHs). They can impact on human health, ecosystems and vegetation and monitoring is carried out to determine their concentration levels. 

 

Emissions from aircraft engines that affect air quality are nitrogen oxides (NOx), carbon monoxide (CO), sulphur oxides (SOx), unburned hydrocarbons (HC), smoke and particulate matter (PM). Improved engine designs have gradually reduced the emissions of NOx and CO and have almost completely eliminated emissions of unburned hydrocarbons (HC) and smoke. 

 

Aircraft engines must meet mandatory certification requirements established by ICAO’s Committee on Aviation Environmental Protection (CAEP). ICAO has adopted certification standards for NOx, CO, HC and smoke. In March 2020, ICAO also adopted a new certification requirement for non-volatile particulate matter, which will apply to new engine types from 2023. 

Tropospheric, or ground level ozone, is not emitted directly into the air, but is created by chemical reactions between oxides of nitrogen (NOx) and volatile organic compounds (VOC). This happens when pollutants emitted by cars, power plants, industrial boilers, refineries, chemical plants, and other sources chemically react in the presence of sunlight. Sunshine and heat help ozone to form, so ozone pollution is most likely to be a problem on warm, sunny days. ’. 

Air pollution is a major environmental risk to health. According to the World Health Organisation (WHO), air pollution can increase the risk of stroke, heart disease, lung cancer, and both chronic and acute respiratory diseases, including asthma. According to Statista.com, in 2017, the number of deaths due to air pollution exposure in The Bahamas was estimated to have increased from 110 in 2010 to 112 in 2017. The WHO has described air pollution as the ‘single biggest environmental health risk’. 

Tropospheric, or ground level ozone, is not emitted directly into the air, but is created by chemical reactions between oxides of nitrogen (NOx) and volatile organic compounds (VOC). This happens when pollutants emitted by cars, power plants, industrial boilers, refineries, chemical plants, and other sources chemically react in  the presence of sunlight. Sunshine and heat help ozone to form, so ozone pollution is most likely to be a problem on warm, sunny days.

It is an irritant gas which attacks the throat and lungs. Prolonged exposure can lead to increases in respiratory illnesses like chronic bronchitis. It contributes to the formation of acid rain, which damages vegetation and buildings.

It is absorbed into the bloodstream more readily than oxygen, so the relatively small quantities in inhaled air can have harmful effects. Prolonged exposure can cause tissue damage and individuals suffering from cardiovascular disease are particularly at risk.

Noise is one of the most important problems linked to aviation. It can lead to health issues, as well as to negative social and economic effects. examples of health issues produced by aviation are sleep disturbance, community annoyance, cardiovascular disease, and mental health problems.

Noise events produce annoyance, as well as other problems linked to long-term and regular exposure to high noise levels, such as auditory system deterioration, hearing loss, sleep disturbance, cardiovascular disease, and diminished learning capacity.

In response to the problem of aircraft noise pollution , the International Civil Aviation Organization (ICAO proposed managing aircraft noise with a balanced approach, which consists of addressing the following four main elements:

• Reduction of noise at the source.
• Noise abatement operational procedures..
• Land-use planning and management.
• Operating restrictions.

Carbon Offsetting and Reduction Scheme for International Aviation, CORSIA, is the first global market-based measure for any sector and represents a cooperative approach that moves away from a “patchwork” of national or regional regulatory initiatives through the implementation of a global scheme that has been developed through consensus among governments, industry, and international organizations. CORSIA aims to stabilize international civil aviation net CO2 emissions at 2019 levels, from 2021, using offsetting programs. Offsetting is an action by a company or individual to compensate for their emissions by financing a reduction in emissions elsewhere.

A market-based measure (MBM) is a policy tool that is designed to achieve environmental goals at a lower cost and in a more flexible manner than traditional regulatory measures. Examples of MBMs include levies, emissions trading systems , and carbon offsetting.

According to the Intergovernmental Panel on Climate Change IPCC (AR4 Climate Change 2007: Mitigation of Climate Change, pp 49; also see the IPCC Special Report on Aviation and the Global Atmosphere, pp 6), aviation (domestic and international) accounts for approximately 2 per cent of global CO2 emissions produced by human activity. In 2015, approximately 65 per cent of global aviation fuel consumption was from international aviation (see ICAO 2019 Environmental Report); applying this share to CO2 emissions, international aviation is responsible for approximately 1.3 per cent of global CO2 emissions

Monitoring and reporting are mandatory for all CORSIA-eligible operators from January 1st, 2019. Offsetting will not be mandatory for a few years but if you operate internationally, it is very likely it will affect your airline particularly if you meet the following criteria: 

• Aircraft weighs more 5,700kg on takeoff 
• 10,000 tonnes of CO2 emitted annually on international routes 
• Operating for more than three years 

• Both states connecting the route your airline is flying are participating in the pilot stage of the scheme.

All aeroplane operators conducting international flights are required to monitor, report and verify CO2 emissions from these flights from 1 January 2019 until 31 December 2035. It should be noted that the requirement for the MRV of CO2 emissions is independent from participation in CORSIA offsetting.  

As per Annex 16, Volume IV, the MRV requirements do not apply to: 

• An aeroplane operator that produces annual CO2 emissions from international flights less than or equal to 10 000 tonnes; 
• Aeroplane(s) with a maximum certificated take-off mass less than or equal to 5 700 kg; 
• Humanitarian, medical and firefighting flights, as well as flights preceding or following a humanitarian, medical or firefighting flight, provided that such flights were conducted with the same aeroplane, and were required to accomplish the related humanitarian, medical or firefighting activities or to reposition thereafter the aeroplane for its next activity

Reference in Annex 16, Volume IV: Part II, Chapter 2, 2.1. 
 
No. The applicability of the CORSIA MRV requirements covers aeroplanes, and helicopter operations are outside of the scope of applicability of CORSIA. 

Reference in CAR ENV, and Annex 16, Volume IV: Part II, Chapter 2, 2.2.2 and Appendix 4. 
 
An aeroplane operator falling under the applicability of CORSIA MRV requirements is required to submit an Emissions Monitoring Plan to the State Authority for approval. An Emissions Monitoring Plan is a collaborative tool between the State and the aeroplane operator that identifies the most appropriate means and methods for CO2 emissions monitoring on an operator-specific basis, and also facilitates the reporting of required information to the State.  
 
During the development and approval process of the Emissions Monitoring Plan, the State Authority and aeroplane operator should maintain clear and open communication. Working collaboratively for CORSIA preparation and implementation reduces potential errors and increases effectiveness of the CO2 emissions monitoring. 

Reference in CAR ENV, and Annex 16, Volume IV: Part II, Chapter 2, 2.3. and Appendix 1.

An aeroplane operator is required to submit to the State a verified Emissions Report on an annual basis. The Emissions Report will include information on the previous calendar year’s CO2 emissions, and it shall be accompanied by a Verification Report that will be developed by a third-party verifier. The operator and the verification body shall both independently submit the verified Emissions Report and associated Verification Report to the State Authority (see also question 3.82 for more information on verification). 

According to the timeline included in Annex 16, Volume IV, Appendix 1, CO2 emissions from the calendar year of 2020 shall be reported by aeroplane operators to their respective State by 31 May 2021. Regarding the CO2 emissions for the period of 2021-2035, the deadline for the reporting of the previous calendar year’s CO2 emissions from aeroplane operators to their respective State is 30 April. 

After the State has received the Emissions Reports from all attributed aeroplane operators, the State shall submit required information regarding the CO2 emissions to ICAO: 
 

•  For 2019 emissions, this should have taken place by 31 August 2020, according to the timeline included in Annex 16, Volume IV, Appendix 1. The Council, at its 220th Session (June 2020), encouraged States to make all the efforts to meet this deadline. At the same time, the Council, cognizant of the challenges posed by the COVID-19 pandemic, invited those States that have difficulty in meeting this deadline to inform the Secretariat. The Council also requested the Secretariat to work flexibly to accommodate late submissions by States, as appropriate. 
• According to the timeline included in Annex 16, Volume IV, Appendix 1, for 2020 emissions, the State shall submit this information by 31 August 2021.  
• Regarding CO2 emissions from 2021-2035, the annual reporting deadline from States to ICAO is 31 July following the calendar year for which the CO2 emissions are being reported. 

Reference in CAR ENV, and Annex 16, Volume IV: Part II, Chapter 2, 2.4. and Appendix 6.  

Verification on emissions data intends to ensure the consistency of information, and to identify any potential errors in the aeroplane operator’s annual Emissions Report. CORSIA foresees a three-step verification pathway:
 

• At Step 1, a voluntary internal pre-verification by an aeroplane operator is recommended. This means that the aeroplane operator conducts a verification of its data before submitting it to a third-party verification body. The internal pre-verification is likely to increase the quality of the Emissions Report, but it does not replace the requirement for third-party verification.  
• At Step 2, a third-party verification is performed by an independent third-party verification body, before the operator reports to the State Authority. The requirements for the third-party verification will be based on existing Standards from the International Organization for Standardization (ISO), as well as on CORSIA-specific requirements from Annex 16, Volume IV. A third-party verification body is contracted by an aeroplane operator. 

• At Step 3, the State Authority conducts an order of magnitude review. This is the check performed by a State to verify the data against different sources of information that the State has access to 

All routes between States participating in CORSIA offsetting in a given year (starting in 2021) are termed “Chapter 3 State Pairs”, as these routes will be subject to offsetting requirements as per the provisions in CAR ENV; and Annex 16, Volume IV, Part II, Chapter 3. 

CORSIA Sustainable aviation fuels (SAF) are renewable or waste-derived aviation fuels that meets sustainability criteria (reference: Annex 16 Volume IV). They are one element of the ICAO basket of measures to reduce aviation emissions, which also includes technology and standards, operational improvements, and the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA).  

CORSIA calls for international aviation to offset part of its CO2 emissions through the reduction of emissions elsewhere (outside of the international aviation sector), involving the concept of “emissions units”. One emissions unit represents one ton of CO2 emissions reduced. 

Emissions units are generated when emissions from a specific project or programme are reduced, compared to a baseline (or business-as-usual), through the implementation of emission reductions techniques/technologies. These projects or programmes can be implemented in various sectors, such as electricity generation, industrial processes, agriculture, forestry, waste management etc. Emissions units are sometimes also referred to as carbon credits. 

The CCR is one of the five implementation elements of CORSIA. It is an information management system that allows States to submit CORSIA-related data and information to ICAO in a standardised format. Using the CCR, the ICAO Secretariat will store the submitted information, perform calculations, develop the necessary reports for CORSIA, and make available the required information for transparency. 

The aim is to also ensure mitigate the financial impact from an outbreak or pandemic through ensuring business continuity during the public health event. While ICAO focuses on the Annexes, the World Health Organization focuses on the International Health Regulations (2005). The success of the ICAO CAPSCA Programme depends on the implementation of the International Health Regulations of 2005 and the ICAO Annexes. 

 

The CAPSCA Programme focus on ensuring that the following applicable to aviation but not limited to: 

 

1. State has an Aviation Pandemic Preparedness Plan to ensure coordinated effort between the relevant stakeholders to respond to appropriately to a public health event of international concern.  

1. Cabin Crew and Passenger Agents (check in) are trained to identify symptoms and signs and apply appropriate measure to protect themselves, passengers while containing the disease and deny access to board the aircraft when necessary. 

1. To ensure that the pilot in command communicates with the Air Traffic Controller who activates relevant stakeholders such as airports, public health authorities and others promptly to ensure containment of a suspected case and attend to the passenger and aircraft accordingly. 

1. To ensure that specimen and other dangerous goods are packed accordingly.

The Collaborative Arrangement for the Prevention and Management of Public Health Events in Civil Aviation (CAPSCA) is a voluntary cross-sectorial, multi-organizational collaboration programme managed by the International Civil Aviation Organisation (ICAO) with support from the World Health Organization (WHO). 

This was established by both the ICAO and World Health Organization following the Severe Acute Respiratory Syndrome (SARS) in 2003 which resulted in major reduction in air travel in Hong Kong and the threat of H5N1 in 2005, this resulted in both UN Agencies agreeing to enforce Article 14 of the ICAO Convention and amended Annex 6, 9, 11, 14 and 18 most of which came into effect in October 2009 and currently formed part of the ICAO audit checklist since 2013. The purpose of the CAPSCA Programme is to mitigate the risk of public health events such as communicable disease at a population level, among passengers and crew.

A proposed airline using large aircraft should be handled in a minimum of 45 to 90 days depending on the quality of their formal application and supporting documentation.

This process should take no longer than 2 weeks, provided all the required documents are submitted at the beginning of the certification process.

This process should take no longer than 2 weeks, provided all the required documents are submitted at the beginning of the certification process.

Each Air Operator’s manual should reflect its CAA’s regulations. CAA regulations are often revised to be in compliance with the Annexes to the International Civil Aviation Organization (ICAO) whenever there is an amendment to their standards and recommended practices.

Yes!! You must attain your 21st birthday to hold a Flight Dispatcher License.

SMS or Safety Management Systems is a systemized organized approach to managing safety, safety risk, and all the necessary organizational structures, accountabilities, policies, and procedures.

SMS focuses on continuous improvement of safety in the aviation.

• Hazard Identification– a systematic process for identifying organization- related hazards.
• Occurrence Reporting– a procedure for compiling and collecting data.
• Risk Management– a standard method for measuring threats and applying risk controls.
• Performance Measurement -management tools for analyzing the organization’s safety goals are being achieved; and
• Quality/ Safety Assurance- processes based on quality management principles that support continuous improvement of the organization’s safety performance.

• Management is responsible for implementing, maintaining, and adhering to SMS processes in their area; and maintaining an effective SMS
• Employees are responsible for identifying hazards and reporting them.

• It saves lives.
• Improves safety by minimizing risk, hazards, and errors.
• Strengthens the decision-making process.
• Increase compliance.
• Reduces operating costs and increases efficiency.

• A top-down commitment from management and a personal commitment from all employees to achieve safety performance goals.
• A clear roadmap of what the SMS is and what it is supposed to accomplish.
• An established practice of open communication throughout the organization that is comprehensive and transparent, and where necessary, non-punitive; and
• An organizational culture that continuously strives to improve.

• Self-regulation/ de-regulation
• A standalone department
• A substitute for oversight; or
• An undue burden.

• Builds on existing processes
• Incorporates other management systems by customizing a flexible regulatory framework to your organization; and
• Demonstrates sound decision-making

• SMS focuses on the safety aspects of the organization.
• QMS focuses on the services and products of the organization
• While QMS focuses on conformity, SMS focuses on hazards. Both non-conformities and hazards can impact safety.
• Both systems are essential, enhance safety, and are complementary management tools. You cannot have an effective SMS without applying quality management principles.

A safety management systems is primarily proactive/predictive. It considers hazards and risks that impact the whole organization, as well as risk controls. A flight safety program is primarily reactive and typically focuses on only one part of the system- the airline operation.

All service providers are required to have an SMS.

The SMS should be reviewed and updated regularly.

Typically, when:

• a risk control measure is revised
• before making a significant change to operations
• If a notifiable incident occurs
• if an audit of performance standards indicates a deficiency in a risk control measure
• after a worker’s task is changed in response to surveillance results
• if there is evidence that a risk control measure does not adequately control the risk
• if the CAA-B requests the review.

• SMS should be centered on the size and complexity of your organization.

• CAA-B
• ICAO

The term quality simply put is ”conformance to a required set of standards”.

The term quality control represents a part of Quality Management, focusing on satisfying Quality requirements. It is used as a corrective tool that focuses on quality output.

Example: Validation / Software Testing, Inspector reviews

The term Quality Assurance is also a part of The Quality Management System focused on providing Confidence that the Quality requirements will be met. Quality Assurance is a managerial tool focused on the process of quality.

Example: Verification activities, process checklists, projects, audits, methodology, and standards development.

A system comprised of Quality Planning and Quality improvement activities. The establishment of a set of Quality Policies and objectives that will act as guidelines within an organization’s Quality Assurance and Quality Control System.

Quality Assurance in the Civil Aviation Authority is very important to build customer trust and satisfaction. It ensures the audit products or standards are maintained, before delivery to the customer. Quality Assurance is paramount to companies in the Aviation, Space, and Defense industries. Delivery of high-Quality products is essential to customer satisfaction. Any deficiencies can result in severe safety consequences.

Yes. All commercial air transport operations into/from The Bahamas are subject to apply for and obtain an Annual Licence from Air Transport License (ATL) as per the Civil Aviation Act (2021) Section 16 (1)… OR

Apply for an Ad-Hoc Approval Permit granted the operation occurs less than 2 times within a 30-day period.

Once the operation is not for ‘gainful consideration’, a permit is not required.

Once the correct documents are submitted, the process is normally completed within 30-days of receipt.

All documents submitted must be in English, or, dually translated with a notarized English translation.

 

The preferred method of payment is Credit Card via the Authority’s  “PAY ONLINE”  pay portal.

 

The aircraft registration and the invoice numbers being paid should be referenced on the wire transfer.

 

Invoices produced by ATL are quoted in United States Dollars (US$)