VOMM - CHENNAI INTERNATIONAL AIRPORT, CHENNAI |
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Use of aircraft stand identification signs, taxiway guidelines and visual docking/parking guidance system at aircraft stands |
Taxiway guidelines from all intersections with taxiway and runway up to aircraft stands. Guidelines on Apron: Nose-in-guidance at parking stands (AVDGS/Camera type) stand No.19, 20, 21, 22, 23, 24, 25, 26, 27, 27L ,27R, 28, 28L,28R, 29, 29L, 29R, 30, 35, 36, 43, 44, 45, 45, 46,47, 52, 53, 54, 55, 56, 57, 63, 64, 65, 67, 68, 69, 70, 71, 72, 73, 74, 75, 76, 77, 78, 79, 80, 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 91, 92, 101, 102, 103 & 104. |
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Markings Designation, Centerline, THR, TDZ, Edge, Aiming Point, Side stripes, Transverse Stripe, Displaced THR on RWY 12 Lights THR, Centreline lights (RWY 07/25), Touch Down Zone (RWY 25), RETIL (TWY Z, TWY Y and TWY V), End and Edge. Marking Centerline, Edge, RWY Holding Positions, Intermediate Holding Positions. | |
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In Approach/Take-off/Circling Area and at AD | |||||
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RWY/Area affected |
Obstacle type |
Coordinates |
Elevation(EGM 08) |
Marking/LGT |
Remarks |
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MOBILE METRO TRAFFIC (BRIDGE ELEV .+ TRAFFIC HEIGHT 19.7 + 7.6M) | |||||
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MOBILE METRO TRAFFIC (BRIDGE ELEV. + TRAFFIC HEIGHT 32.8 + 7.6M) | |||||
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MOBILE ROAD TRAFFIC (ROAD ELEV . + TRAFFIC HEIGHT 14.7 + 5M) | |||||
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MOBILE ROAD TRAFFIC (ROAD ELEV. 12.1M + 5.0M TRAFFIC HEIGHT) | |||||
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MOBILE ROAD TRAFFIC (ROAD ELEV. 12.3M + 5.0M TRAFFIC HEIGHT) | |||||
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ANTENNA ON BUILDING (LIGHTED TOP - 27.6 M, BUILDING TOP - 26.8 M) | |||||
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MOBILE ROAD TRAFFIC (ROAD ELEV . + TRAFFIC HEIGHT 12.7 + 5M) | |||||
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LIGHTNING ARRESTOR ON SKYPARK RESIDENCE (BUILDING TOP - 72.8 M) | |||||
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LIGHTNING ARRESTOR ON OSIAN CHLOROPHY 2 (LIGHTED TOP - 69.4 M, BUILDING TOP - 66.9 M) | |||||
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LIGHTNING ARRESTOR ON OSIAN CHLOROPHY 1(LIGHTED TOP - 69.1 M, BUILDING TOP - 67.2 M) | |||||
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CTR: Circular area centered on 125915N 0800918E within a 25NM radius. | |
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Type of aids, magnetic variation and type of supported operation for ILS/MLS, basic GNSS, SBAS and | |||
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1. To reduce RWY occupancy time, the arriving aircraft to use following: i. Preferred exit TWY to vacate RWY 07: TWY Z for aircraft upto Code C. TWY Y for aircraft Code D and above ii. Preferred exit TWY to vacate RWY 25: TWY M - Exit speed maximum 40 KT. If unable, to inform ATC as early as possible. 2. Code C departure from RWY25 shall use TWY C for line-up and Take-off. Aircraft requiring other than TWY 'C' 3. 180 DEG turn on the RWY Is not permitted for ACFT code C and ABV on runways , except for DEP FM the extremity of 4. Following are the measures for reducing RT congestion and enhancing operating efficiency at chennai airport. i. All departures for RWY07 entering via TWY K to depart from TWY K intersection without backtracking on the RWY. (Take-off run available from K intersection is 3580 m). Aircraft requiring backtrack for full length departure shall inform ATC prior to start-up request. ii. Departing aircraft passing 1000 ft to change over to Chennai APP (Primary frequency 127.9MHz), unless otherwise iii. Departing aircraft, on first contact with APP, shall transmit only the call sign, altitude passing and the assigned SID. In all other cases of first contact with an APP unit in Chennai, aircraft shall transmit only its call sign. iv. ACARS equipped aircraft to obtain Pre departure clearance through datalink. v. Arriving aircraft vacating RWY to contact SMC Control (Chennai Ground, frequency: 121.9 MHz) unless otherwise vi. Arriving aircraft on reaching the allotted stand, need not contact ATC for informing the same. vii. Aircraft shall comply with speed restrictions whenever imposed by ATC. viii. Aircraft to normally execute rate one turns as far as practicable. ix. Arriving and departing aircraft to minimize RWY occupancy time for enhancing RWY capacity. x. Aircraft not to request time to touch down and direct routing. ATC whenever practicable will issue the same. 5. No Aircraft shall take lock turn/ pivotal turn on the Runway to avoid pavement damage. 6. AIRPORT COLLABORATIVE DECISION MAKING (A-CDM) 6.1.1 Efficiency of Air Transport System is highly dependent on traffic predictability. A- CDM effectively enhances predictability (this reduces buffer times for resource planning and flight times), overall efficiency and punctuality by linking and sharing of accurate and timely information amongst Aircraft Operators, Airport Operator, ATC etc. 6.1.2 A-CDM is a Common Information Sharing Platform introduced to process timely and accurate information for quick and precise decision making. A-CDM takes into consideration the ETAs of arriving aircraft, Target Off Block Times of departures, Runway-in-use and the handling capacity of the runway and determines the arrival and departure sequence. Based on the sequence and the parking position, it calculates the Target Take-Off Times & Target Start up Times of |
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6.2 TWO KEY PARAMETERS OF A-CDM: TOBT and TSAT 6.2.1 TARGET OFF-BLOCK TIME (TOBT) 6.2.1.1 Definition: The time that an Aircraft Operator estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push back vehicle available and ready to start up/push back immediately upon reception of clearance from the SMC (GROUND). It is the real time target of ensuring readiness of an aircraft and therefore, more accurate than the static departure time mentioned in the flight plan and hence, an ideal milestone to be used by all airport partners. 6.2.1.2 Communication of TOBT: i. If no delay is expected, EOBT will be treated as TOBT. Action need not be performed by the Aircraft Operator in the ii.For delay within 30 minutes of the EOBT, TOBT shall be updated in the ACDM interface by the aircraft operator. Optionally, EOBT may be revised via AFTN through DLA/CHG message. iii. For delay more than 30 minutes from the EOBT, EOBT shall be mandatorily revised through a DLA/CHG message. (Option for changing TOBT will not be available in this case). 6.2.1.3 Accuracy: TOBTs must be updated to an accuracy of +/- 5 minutes. 6.2.2 TARGET START UP APPROVAL TIME (TSAT) 6.2.2.1 Definition: The time calculated by A-CDM application taking into account TOBT, CTOT and/or the traffic situation that an aircraft can expect to start-up/push back for departure. Note: In case there is no congestion, ATC may allow the aircraft actual start up approval (ASAT) even before the TSAT. 6.2.2.2 Calculation of TSAT: TSAT is calculated automatically by A-CDM Application. The TSAT is calculated by taking into account TOBT, priority of aircraft, variable taxi times, and the runway capacity. Any revision of EOBT will trigger the A-CDM application to recalculate a new TSAT for that flight as well as to re-allocate earlier TSAT to next flight who meets the requisite conditions. TSAT is displayed in various ACDM interfaces in the following colour coded information. •Blue colour: TSAT -15 minutes up to TSAT -5 minutes •Green colour: TSAT -5 minutes up to TSAT +5 minutes •Red colour: After TSAT +5 minutes. 6.2.2.3 Generation of TSAT: TSAT is generated by ACDM interface at TOBT - 60 minutes. 6.2.2.4 Communication of TSAT: TSAT will be displayed in various A-CDM interfaces. The AO/GHA shall advise flight crew of TSAT, displayed in the A-CDM interface. 6.2.2.5 Priorities for generation of TSAT: The following aircraft will be accorded priority by A-CDM application at the time of generating TSATs: iii.Aircraft in relief missions iv.Aircraft returning to stand after push back/taxiing out for any reason. |
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iii.Revised TOBT of the subject aircraft. iv.Cancellation/ revision in TOBT of other aircraft in the departure sequence. vii.Application of ATFM regulation or ATC restriction resulting in new CTOT or start up delay. 6.2.2.7 Accuracy: The TSAT will remain valid for +/- 5 minutes. 6.3 Co-ordination with the Air Traffic Flow Management Unit (ATFMU) * 6.3.1 A fully automatic data exchange with the ATFMU is established. A-CDM system is receiving ELDT and CTOT from 6.3.2 The data sent from A-CDM to C-ATFM enables efficient CTOT calculations. ALDT, AIBT, TOBT, TSAT, TTOT, AOBT, ATOT, Registration and Type of Aircraft are sent. 6.4 A-CDM Start-up/Push-back procedures 6.4.1 Pre-Departure Sequence: Pre-Departure sequence is the order, in which the ATC plans the aircraft to depart from their Gate/Stands. It should not be confused with the Pre- Take-off sequence where ATC decides on the order in which the aircraft at holding points of the runway will depart. 6.4.2 Start-Up and Push-Back Procedure: i.The aircraft must be ready for Start-up/Push-back at TOBT. Any revisions in TOBT shall be updated by the aircraft ii. The Pilot will contact Clearance Delivery (CLD) and request for Pre-Departure Clearance between TSAT -15 minutes to iii. Pilot shall contact SMC (GROUND) for Start-up/Push-back between TSAT-5 minutes and TSAT+ 5 minutes (Green Zone), subject to change over from CLD. |
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aircraft will lose its position in sequence. In such case: a. Aircraft Operator shall update the TOBT.b. A revised TSAT will be issued because of resequencing done based on new v. ATC should normally be able to issue start-up/push-back at TSAT. Pilots will be informed by ATC if there is a delay. vi. Taxi clearance shall be requested within 5 minutes of Start-up/Push-back approval time. Note: If this has not occurred, SMC (GROUND) must be notified of the extent of delay. In such cases, aircraft may lose its departure slot and a new TOBT may be required. Aircraft Operator shall be responsible to obtain new ADC number from vii. The Pre-Departure (Off- block) Sequence will be determined in accordance with Target Start up Approval Time (TSAT) and NOT in accordance with the Start-up Request. Pre-Departure Sequence will not have any bearing on Actual Departure (Note: Actual Departure sequence may differ from pre-departure sequence in order to optimize the Runway and Airspace 6.5 INFORMATION DISSEMINATION TO A-CDM STAKEHOLDERS Relevant information for stakeholders, available with A-CDM system, is disseminated through following means: i. Access controlled application interface provided to representatives of Airline Operators, Ground Handlers and Airport Operator. ii. Web interface that can be accessed over Internet.* iii. Display boards on the airside at certain parking stands, in the viewable area of cockpit crew, where limited information is disseminated.* All Acronyms are time parameters which have a standard length of four characters and have been arranged as per aircraft [While developing the A-CDM procedures, the guidance material published by Euro control, ICAO and other Organizations |
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1. To reduce RT congestion and RWY occupancy time, following local regulations need to be followed: i. Preferred exit TWY to vacate RWY 07: TWY Z for aircraft upto Code C. TWY Y for aircraft Code D and above ii. Preferred exit TWY to vacate RWY 25:TWY V for aircraft up to Code C. TWY M for aircraft Code D and above - Exit If unable, to inform ATC as early as possible. iii. All departures for RWY07 entering via TWY K to depart from TWY K intersection without backtracking on the RWY. (Take-off run available from K intersection is 3580 m). Aircraft requiring backtrack for full length departure shall inform ATC prior to startup request. iv. Departing aircraft passing 1000 ft to change over to Chennai APP (Primary frequency 127.900 MHz), unless otherwise v. Departing aircraft, on first contact with APP, shall transmit only the call sign, altitude passing and the assigned SID. In all other cases of first contact with an APP unit in Chennai, aircraft shall transmit only its call sign. vi. ACARS equipped aircraft to obtain pre-departure clearance through datalink vii. Arriving aircraft after vacating RWY to contact SMC Control (Chennai Ground, frequency: 121.900 MHz) unless otherwise instructed by tower. viii. Arriving aircraft on reaching the allotted stand, need not contact ATC for informing the same. ix. Aircraft shall comply with speed restrictions whenever imposed by ATC. x. Aircraft to normally execute rate one turns as far as practicable. xi. Arriving and departing aircraft to minimize RWY occupancy timefor enhancing RWY capacity. xii. Aircraft not to request time to touch down and direct routing. ATC whenever practicable will issue the same. 2. Code C departure from RWY25 shall use TWY C or TWY N5 for line-up and Take-off as per ATC instruction. Aircraft requiring other than TWY C or TWY N5 shall inform ATC prior to start up. 3. 180 DEG turn on the runway Is not permitted for aircraft code C and above. Departure from extremity of RWY 07 only via TWY K and RWY 25 only via TWY J. 4. No Aircraft shall take lock turn/ pivotal turn on the Runway to avoid pavement damage. 6. AIRPORT COLLABORATIVE DECISION MAKING (A-CDM) 6.1.1 Efficiency of Air Transport System is highly dependent on traffic predictability. A- CDM effectively enhances predictability (this reduces buffer times for resource planning and flight times), overall efficiency and punctuality by linking and sharing of accurate and timely information amongst Aircraft Operators, Airport Operator, ATC etc. 6.1.2 A-CDM is a Common Information Sharing Platform introduced to process timely and accurate information for quick and precise decision making. A-CDM takes into consideration the ETAs of arriving aircraft, Target Off Block Times of departures, Runway-in-use and the handling capacity of the runway and determines the arrival and departure sequence. Based on the sequence and the parking position, it calculates the Target Take-Off Times & Target Start up Times of |
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6.2 TWO KEY PARAMETERS OF A-CDM: TOBT and TSAT 6.2.1 TARGET OFF-BLOCK TIME (TOBT) 6.2.1.1 Definition: The time that an Aircraft Operator estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push back vehicle available and ready to start up/push back immediately upon reception of clearance from the SMC (GROUND). It is the real time target of ensuring readiness of an aircraft and therefore, more accurate than the static departure time mentioned in the flight plan and hence, an ideal milestone to be used by all airport partners. 6.2.1.2 Communication of TOBT: i. If no delay is expected, EOBT will be treated as TOBT. Action need not be performed by the Aircraft Operator in the ii.For delay within 30 minutes of the EOBT, TOBT shall be updated in the ACDM interface by the aircraft operator. Optionally, EOBT may be revised via AFTN through DLA/CHG message. iii. For delay more than 30 minutes from the EOBT, EOBT shall be mandatorily revised through a DLA/CHG message. (Option for changing TOBT will not be available in this case). 6.2.1.3 Accuracy: TOBTs must be updated to an accuracy of +/- 5 minutes. 6.2.2 TARGET START UP APPROVAL TIME (TSAT) 6.2.2.1 Definition: The time calculated by A-CDM application taking into account TOBT, CTOT and/or the traffic situation that an aircraft can expect to start-up/push back for departure. Note: In case there is no congestion, ATC may allow the aircraft actual start up approval (ASAT) even before the TSAT. 6.2.2.2 Calculation of TSAT: TSAT is calculated automatically by A-CDM Application. The TSAT is calculated by taking into account TOBT, priority of aircraft, variable taxi times, and the runway capacity. Any revision of EOBT will trigger the A-CDM application to recalculate a new TSAT for that flight as well as to re-allocate earlier TSAT to next flight who meets the requisite conditions. TSAT is displayed in various ACDM interfaces in the following colour coded information. •Blue colour: TSAT -15 minutes up to TSAT -5 minutes •Green colour: TSAT -5 minutes up to TSAT +5 minutes •Red colour: After TSAT +5 minutes. 6.2.2.3 Generation of TSAT: TSAT is generated by ACDM interface at TOBT - 60 minutes. 6.2.2.4 Communication of TSAT: TSAT will be displayed in various A-CDM interfaces. The AO/GHA shall advise flight crew of TSAT, displayed in the A-CDM interface. 6.2.2.5 Priorities for generation of TSAT: The following aircraft will be accorded priority by A-CDM application at the time of generating TSATs: iii.Aircraft in relief missions iv.Aircraft returning to stand after push back/taxiing out for any reason. |
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6.2.2.6 Airlines/GHAs are required to monitor the A-CDM interface regularly to get information on the revised TSAT if any, in respect of their aircraft. It may please be noted that the earlier allocated TSAT may get changed due to the following reasons: iii.Revised TOBT of the subject aircraft. iv.Cancellation/ revision in TOBT of other aircraft in the departure sequence. vii.Application of ATFM regulation or ATC restriction resulting in new CTOT or start up delay. 6.2.2.7 Accuracy: The TSAT will remain valid for +/- 5 minutes. 6.3 Co-ordination with the Air Traffic Flow Management Unit (ATFMU) * 6.3.1 A fully automatic data exchange with the ATFMU is established. A-CDM system is receiving ELDT and CTOT from 6.3.2 The data sent from A-CDM to C-ATFM enables efficient CTOT calculations. ALDT, AIBT, TOBT, TSAT, TTOT, AOBT, ATOT, Registration and Type of Aircraft are sent. 6.4 A-CDM Start-up/Push-back procedures 6.4.1 Pre-Departure Sequence: Pre-Departure sequence is the order, in which the ATC plans the aircraft to depart from their Gate/Stands. It should not be confused with the Pre- Take-off sequence where ATC decides on the order in which the aircraft at holding points of the runway will depart. 6.4.2 Start-Up and Push-Back Procedure: i.The aircraft must be ready for Start-up/Push-back at TOBT. Any revisions in TOBT shall be updated by the aircraft ii. The Pilot will contact Clearance Delivery (CLD) and request for Pre-Departure Clearance between TSAT -15 minutes to iii. Pilot shall contact SMC (GROUND) for Start-up/Push-back between TSAT-5 minutes and TSAT+ 5 minutes (Green Zone), subject to change over from CLD. |
PHASE OF ARRIVAL |
PROCEDURES BY PILOT |
ACTION BY ATCOS (on observing A7600 for 2 Min) |
Any phase except final approach |
a)In case of RNAV arrivals which has received arrival clearance, shall follow the RNAV STAR with all lateral and vertical restrictions and at the end of the STAR shall make a convenient turn to intercept the LLZ/final approach track.b)In case of RNAV arrivals which has not received arrival clearance, shall proceed to follow the RNAV STAR appropriate to the route with all lateral and vertical restrictions and at the end of the STAR shall make a convenient turn to intercept the LLZ/final approach track. (Ref section 4 on RWY assignment & availability)c)Arrivals following STAR shall follow the RCF procedures when specified in the appropriate published STAR in line with a) or b) above.d)Non-RNAV arrivals shall proceed to VOR maintaining last assigned level or FL70 whichever is higher. If descend clearance has not been received, three minutes after setting transponder to Mode A/C Code 7600, shall commence descend to F70 and proceed to VOR. On joining VOR hold, descend in the hold to 3000 feet and execute:i.RWY 07/25: ILS Approach. In case ILS is not available, then execute VOR approach as per RWY in Use.ii.RWY 12/30: proceed to CNI for VOR approach. (Ref section 4 on RWY assignment & availability) |
ATC will endeavour to provide larger than the prescribed separation with respect to RCF aircraft from other aircraft as appropriate |
If landing clearance not received |
If aircraft on final approach has not received landing clearance, Squawk A7600 anda)continue approach to land if visual with the runway orb)carry out missed approach as published. Proceed for next approach from VOR (MMV or CNI as the case be) for the same runway. |
ATC will keep the runway approach lights and associated AGL in switched “ON “mode for the next approach. ILS as applicable will be kept on switched “ON” mode |
Radar Vectored Arrival |
Aircraft shalla)maintain last assigned level and heading for 3 minutes after detecting RCF or Selecting MODE A/C 7600 whichever is later andb)shall proceed to VOR maintaining last assigned level or FL70 whichever is higherc)On joining VOR hold, descend in the hold to 3000 feet and executei.RWY 07/25: ILS Approach. In case ILS is not available, then execute VOR approach as per RWY in Use or RNP approach RWY 07/25ii.RWY 12/30: proceed to CNI for VOR approach or RNP approach RWY 12/30.(Ref section 4 on RWY assignment & availability |
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5.1.3In case strong tail wind conditions are encountered during approach for the assigned Runway, the aircraft experiencing RCF will carry out a missed approach on assigned runway and after following complete missed approach procedure for such approach, aircraft will carry out approach procedure published for the opposite runway5.2Total Radio Communication Failure for aircraft carrying out missed approach:5.2.1.Set aircraft transponder to Mode A Code7600 and proceed direct to the appropriate missed approach holding point (VOR) and join hold at 3000 ft as published.5.2.2.The pilot shall climb and maintain 4000 ft in the holding pattern, complete one hold and commence an appropriate approach procedure.5.3Partial radio communication failure for Arriving Aircraft\5.3.1Aircraft Unable to Receive: Pilots shall adopt the total radio communication failure procedures specified in para 5.2 above.5.3.2Aircraft Able to Receive: Following verification that aircraft is able to receive ground transmissions by squawk ident, ATC will continue to issue and repeat instructions and/or clearances to the pilot6.PROCEDURE FOR DEPARTURES:6.1ACTION BY PILOT IN CASE OF RCF AT DIFFERENT STAGES OF FLIGHT AFTER DEPARTURE6.1.1Departure Intending to Continue to Destination6.1.1.1A departing aircraft experiencing radio communication failure and intending to continue to its filed plan destination shall:Three minutes after setting Mode A/C code 7600 or reaching FL60 or cleared Flight level (if higher than FL60) whichever is later:a)if following SID, continue on SID to join ATS route and climb to filed Flight level and continue as per the filed flight plan.b)if following Radar heading or have been directed by ATC to proceed offset using RNAV without a specified limit, proceed in the most direct manner possible to re- join the current flight plan route no later than the next significant point, maintaining cleared flight level/FL60 whichever is higher. After joining ATS route, climb to filed Flight level and continue as per the filed flight plan.6.1.2Departure Intending to Land Back at Chennai:6.1.2.1A departing aircraft, experiencing radio communication failure and intending to land back at Chennai Airport in accordance with provisions of DGCA CAR Section 9 Series C part I, shall:a)Continue on assigned SID or radar heading and set Mode A/C code 7600.b)Climb/ stop climb at a level according to the table given below: |
Phase of flight |
Actions to be followed by pilot |
At or below FL70 |
Maintain/Climb to FL 70 |
Above FL70, but below FL230 |
Maintain/ Climb to:The last cleared and acknowledged level or FL230/ FL220, (appropriate to the direction of the flight) or flight planned level whichever is lower |
At or above FL230 |
Stop climb at the next level appropriate to the direction of the flight. |
c)On reaching a suitable level according to Para 6.1.2.1 (b) above, or three minutes after setting Mode A/C code 7600, whichever is later, make shorter arc to come over VOR.•If fuel jettisoning is not necessary:-Within 50 NM climb/descend/ maintain FL 70 and join VOR hold.•If fuel jettisoning is necessary:-Within 50 NM climb/descend/maintain FL 100 and join VOR hold-After one hold overhead, proceed to Fuel dumping area (as described in Para 6.1.3)-After jettisoning the fuel, proceed to join VOR hold at FL 100.•Descend to 3000ft in the hold, leave VOR for the laid down procedure and continue descend as per the procedure for assigned runway. [refer para 4 for assigned runway and landing clearance and as specified in para 5.1.2]6.1.2.2Aircraft departing to the south of Chennai shall avoid VOR183A. Hence aircrafta)from RWY 07/12 shall turn left to proceed to VORb)from RWY 25/30 shall turn right to proceed to VOR6.1.3Fuel dumping area at Chennai is earmarked as below:a)An area bounded by MMV R030 and R060b)beyond 15NM, between FL075-FL150 |
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