Narrative:

I received a flight plan for [a flight to] omdb filed to desdi as the final fix. This has been the final filed fix for many years. I prepared using jepp fdpro and selected the new dec load and it did not have any desdi stars. It doesn't have desdi connecting to any stars that I can find and all of the stars have changed. Since I had a similar experience in rjaa years ago; I ask the dispatcher to make sure we will have no issues. In other words; I am being proactive knowing I can't fly an arrival past desdi; and I will arrive with none of the new stars since I will be required to select the previous database based on a takeoff before XX01Z. I choose the FMS database ending xx dec to comply with the fom. I chose the previous database due to my takeoff time being prior to XX01Z of xx dec and I carefully scrutinize the SID out of ZZZ based on the new xx dec jepp. The dispatcher explains that our flight planning system will not allow a flight plan based on the new xx dec load until after XX01Z. I arrive in omdb and they acted very surprised and not happy that we could not fly the new stars. We explained that we had called ahead and that fell on deaf ears. They asked if we could proceed direct to at least 4 different fixes and we had to say unable.I understand that we fully complied with the fom and fars as did the dispatcher. This is about safety and a flight crew's expectations. I hate surprises in the air. In particular; after a 7 hour 2 man flight where we were vectored 90 degrees then back the other way 180 degrees and burned an extra 4;000 pounds of fuel. If the dispatcher and crew know they cannot fly any new arrivals; then the controlling agency should know upon arrival that radar vectors will be required; i.e. No surprises. The FMS database not coinciding with new iaps works fine in the domestic system; however; not so great internationally. If we know we can't fly a STAR or approach; it is not the safest course of action to put the burden on the crew to deal with it when they arrive.it would appear that airlines and ATC agencies from around the world have different interpretations/procedures of when to activate a new FMS database. Everyone should be doing the same thing so that crew and ATC expectations are the same. The safety implications of not knowing what to expect are tremendous. FAA; A4A and ICAO level discussions to standardize and enforce one policy worldwide.

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Original NASA ASRS Text

Title: Air carrier flight crew reported that their Dispatcher was unable file the correct arrival for an international destination due to the difference in times when the FMS database and charting updates occur.

Narrative: I received a flight plan for [a flight to] OMDB filed to DESDI as the final fix. This has been the final filed fix for many years. I prepared using Jepp FDPRO and selected the new Dec load and it did not have any DESDI STARS. It doesn't have DESDI connecting to any STARS that I can find and all of the STARS have changed. Since I had a similar experience in RJAA years ago; I ask the Dispatcher to make sure we will have no issues. In other words; I am being proactive knowing I can't fly an arrival past DESDI; and I will arrive with none of the new STARS since I will be required to select the previous database based on a takeoff before XX01Z. I choose the FMS database ending XX Dec to comply with the FOM. I chose the previous database due to my takeoff time being prior to XX01Z of XX Dec and I carefully scrutinize the SID out of ZZZ based on the new XX Dec Jepp. The Dispatcher explains that our flight planning system will not allow a flight plan based on the new XX Dec load until after XX01Z. I arrive in OMDB and they acted very surprised and not happy that we could not fly the new STARS. We explained that we had called ahead and that fell on deaf ears. They asked if we could proceed direct to at least 4 different fixes and we had to say unable.I understand that we fully complied with the FOM and FARs as did the Dispatcher. This is about safety and a Flight Crew's expectations. I hate surprises in the air. In particular; after a 7 hour 2 man flight where we were vectored 90 degrees then back the other way 180 degrees and burned an extra 4;000 pounds of fuel. If the Dispatcher and Crew know they cannot fly any new arrivals; then the controlling agency should know upon arrival that radar vectors will be required; i.e. no surprises. The FMS database not coinciding with new IAPs works fine in the domestic system; however; not so great internationally. If we know we can't fly a STAR or approach; it is not the safest course of action to put the burden on the Crew to deal with it when they arrive.It would appear that airlines and ATC agencies from around the world have different interpretations/procedures of when to activate a new FMS database. Everyone should be doing the same thing so that crew and ATC expectations are the same. The safety implications of not knowing what to expect are tremendous. FAA; A4A and ICAO level discussions to standardize and enforce one policy worldwide.

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.