Narrative:

Sabre flight plan and 'official pilot briefing' document defects; again.release 1: cyqd; is once again listed on sabre as an ia (international approved) airport. Despite numerous past exchanges with dispatch regarding their failure to provide notams at cyqd here we go again:1. Dispatch provided 'official pilot briefing' for the flight; page 5 'cyqd/yqd' shows 'nil' NOTAMS; again2. Actual published 'D' NOTAMS found on higher quality flight planning service products than sabre and at the official canadian government nav canada web site have the following NOTAM and another for cyqm. The approaches are unusable and the weather is well below authorized visual flight procedures; again. 3. Dispatch has again failed to provide elements of far 121.601 (a) for cyqd. Yqd 06/019 yqdvor/DME runway 13 and 31; both gnss not authorized- valid 1506011315-1507032359 EST (june 1 thru july 3; 2015) [includes] today weather at cyqd is thunderstorms for hours before our takeoff. Rain showers are forecast at and after our time of arrival. The lack of a usable approach makes the airport unusable under current and forecast weather conditions. Additionally; the 5901 foot runway is not adequate for safely landing a [large wide body aircraft] under such contaminated wet runway conditions. Other quality airports along the route are adequate for diversion operations but dispatch documents sent for flight planning fail to provide any weather or NOTAMS for airports that can actually be used in event of a need for diversion. Prior to closure of the dispatch NOTAM office and incorporation of sabre this issue did not exist. NOTAMS were well handled by the dispatch NOTAM department and airports chosen for diversion were well researched and data to the pilot in command was of quality to meet far 121.603. The pilot in command via far 121.603 and law for other countries being overflown is required to obtain certain safety information. Various laws adopted by many countries overflown also require the PIC to review the entire route and other airports for safe options in event the flight cannot be planned as originally proposed. The dispatch provided paperwork again is demonstrated to disregard that FAA demanded workload placed upon the pilot in command. Flight planning computers in operations have also been manipulated to disallow access to better quality flight planning services or government; wmo; or ICAO sanctioned authorities such as navigation canada; ais japan; etc..... Where this workload imposed by the FAA upon the pilot in command might be accomplished per FAA requirements. Sabre is a deficient product and still exposes the pilot in command to certificate action and flight without having the proper resources; many years after these deficiencies have been discussed with flight ops personnel nothing has changed or improved.

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Original NASA ASRS Text

Title: Airline International Captain reported he feels he is getting non-compliant flight planning information from his company's resources; specifically Sabre.

Narrative: Sabre Flight Plan and 'Official Pilot Briefing' document defects; again.Release 1: CYQD; is once again listed on Sabre as an IA (International Approved) airport. Despite numerous past exchanges with dispatch regarding their failure to provide NOTAMs at CYQD here we go again:1. Dispatch provided 'Official Pilot Briefing' for the flight; page 5 'CYQD/YQD' shows 'NIL' NOTAMS; again2. Actual published 'D' NOTAMS found on higher quality flight planning service products than Sabre and at the official Canadian government Nav Canada web site have the following NOTAM and another for CYQM. The approaches are unusable and the weather is well below authorized visual flight procedures; again. 3. Dispatch has again failed to provide elements of FAR 121.601 (a) for CYQD. YQD 06/019 YQDVOR/DME RWY 13 and 31; both GNSS not authorized- valid 1506011315-1507032359 EST (June 1 thru July 3; 2015) [includes] today Weather at CYQD is thunderstorms for hours before our takeoff. Rain showers are forecast at and after our time of arrival. The lack of a usable approach makes the airport unusable under current and forecast weather conditions. Additionally; the 5901 foot runway is not adequate for safely landing a [large wide body aircraft] under such contaminated wet runway conditions. Other quality airports along the route are adequate for diversion operations but dispatch documents sent for flight planning fail to provide any weather or NOTAMS for airports that can actually be used in event of a need for diversion. Prior to closure of the dispatch NOTAM office and incorporation of Sabre this issue did not exist. NOTAMS were well handled by the dispatch NOTAM department and airports chosen for diversion were well researched and data to the pilot in command was of quality to meet FAR 121.603. The pilot in command via FAR 121.603 and law for other countries being overflown is required to obtain certain safety information. Various laws adopted by many countries overflown also require the PIC to review the entire route and other airports for safe options in event the flight cannot be planned as originally proposed. The dispatch provided paperwork again is demonstrated to disregard that FAA demanded workload placed upon the pilot in command. Flight planning computers in operations have also been manipulated to disallow access to better quality flight planning services or government; WMO; or ICAO sanctioned authorities such as NAV Canada; AIS Japan; etc..... where this workload imposed by the FAA upon the pilot in command might be accomplished per FAA requirements. Sabre is a deficient product and still exposes the pilot in command to certificate action and flight without having the proper resources; many years after these deficiencies have been discussed with flight ops personnel nothing has changed or improved.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.