$$TITOLO

AD 2 AERODROMES

VIJP

AD 2.2

AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1	Aerodrome reference point coordinates and its site	264927N 0754809E MAG BRG 67.49 DEG 342M from physical beginning of RWY 09.
2	Direction and distance of aerodrome reference point from the center of the city or town which the aerodrome serves	12KM SE from Jaipur Railway Station.
3	Aerodrome elevation and reference temperature	1268 FT / 41.0 DEG C
4	Magnetic variation, date of information and annual change	0.38 DEG E (2010) /0.0333 DEG E
5	Name of aerodrome operator, address, telephone, telefax, e-mail address, AFS address, website (if available)	Airport Director, Airports Authority of India, Jaipur Airport, Jaipur -302029,
		Telephone:	+91-141-2550623 +91-9829059821
		Fax:	+91-141-2721585
		AFS:	VIJPYHYX
		Email:	apdjpr@aai.aero
6	Types of traffic permitted (IFR/VFR)	IFR/VFR
7	Remarks	Geoid Model: EGM 08

VIJP

AD 2.3

OPERATIONAL HOURS

1	Aerodrome Operator	MON-FRI 0400-1230 UTC (0930-1800 IST) SAT, SUN+ HOL: NIL
2	Custom and immigration	HO 2HR PN To ARO Required.
3	Health and sanitation	NIL
4	AIS briefing office	As ATS
5	ATS reporting office (ARO)	H24
6	MET Briefing office	As ATS
7	Air Traffic Service	H24
8	Fuelling	H24
9	Handling	As ATS
10	Security	As ATS
11	De-icing	NIL
12	Remarks	Customs and immigration facilities are provided on limited basis to cover operations of scheduled intl. Flights. The facilities can be arranged to cover any authorized non- sked operations with prior coordination only.
		ATS approved hourly runway traffic handling capacity	Maximum number of arrival and departure- 12 Maximum number of arrival only - 06 Maximum number of departure only -10

VIJP

AD 2.4

HANDLING SERVICES AND FACILITIES

1	Cargo-handling facilities	Provided by Rajsico
2	Fuel and Oil types	JET A1
3	Fuelling facilities and capacity	1. IOC-It is inside the airport area. They are authorized to use IOC gate to and from apron up to their depot. Fuel type: ATF (JetA1) Capacity: Five Tanks of 200 KL each & Vehicles of 16 KL (four), 11 KL (one), no AV Gas avbl 2. BPCL - Inside, at the end of TWY T. Fuel type: ATF (Jet A1) Capacity: Three Tanks of 250 KL each & vehicle of 12 KL (one) 11 KL (one) 15 KL (one) No AV Gas AVBL 3. HPCL: Inside, at the end of TWY ‘T’ Fuel type: ATF (Jet A1) Capacity: vehicle of 27 KL(one), 16 KL (two) No AV Gas AVBL 4. Reliance petro.: Inside, at the end of TWY ‘T’ Fuel type: ATF (Jet A1) Capacity: vehicle of 11 KL (Three), 16 KL (one)
4	De-icing facilities	NIL
5	Hangar space for visiting aircraft	NIL
6	Repair facilities for visiting aircraft	NIL
7	Remarks	NIL

VIJP

AD 2.5

PASSENGER FACILITIES

1	Hotel(s) at or in the vicinity of aerodrome	Near the AD and in the city.
2	Restaurant(s) at or in the vicinity of aerodrome	At AD and in the city
3	Transportation possibilities	Taxis from AD. Trains to and from city.
4	Medical Facilities	First AID at AD . Hospital in the city.
5	Bank and post office at or in the vicinity of aerodrome	Banks: Bank timing 2100-0300 UTC daily & In addition wed/fri 0800-1100 UTC. Post office: :0230-1230 UTC
6	Tourist office	At AD & in the city.
7	Remarks	NIL

VIJP

AD 2.6

RESCUE AND FIRE FIGHTING SERVICES

1	Aerodrome category for fire fighting	Within ATS HR: CAT-8 ONE HR PN TO UPGRADE CAT-9
2	Rescue equipment	AVBL, as per category.
3	Capability for removal of disabled aircraft	As per disabled aircraft removal plan.
4	Remarks	NIL

VIJP

AD 2.7

SEASONAL AVAILABILITY CLEARING

1	Type(s) of clearing equipment	NIL
2	Clearance priorities	NIL
3	Remarks	NIL

VIJP

AD 2.8

APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA

1	Designation, surface and strength of aprons	Refer Aircraft Parking/Docking Chart
2	Designation, width, surface and strength of taxiways	Refer Aircraft Parking/Docking Chart
3	Location and elevation of altimeter checkpoints	Location At Apron Elevation 1256 FT
4	Location of VOR checkpoints	AT TWY-S: 264929.95N 0754839.68E/ ELEV: 1255 FT.
5	Position of INS checkpoints	NIL
6	Remarks	1.COORD OF RWY HOLDING POSITION 1.1 TWY-R COORD: 264931.49394N 0754857.52684E ELEVATION: 1257 FT 1.2. TWY-S COORD: 264929.81970N 0754839.69887E ELEVATION: 1255 FT 1.3. TWY-T COORD: 264927.40357N 0754812.68204E ELEVATION: 1269 FT 1.4. TWY-U COORD: 264925.82412N 0754757.49788E ELEVATION: 1266 FT 2. COORD OF RWY & TAXI INTERSECTION 2.1. TWY-R COORD: 264928.55871N 0754857.85882E ELEVATION: 1256 FT 2.2. TWY-S COORD: 264926.88469N 0754840.04753E ELEVATION: 1256 FT 2.3. TWY-T COORD: 264924.53115N 0754815.00864E ELEVATION: 1268 FT 2.4. TWY-U COORD: 264922.91411N 0754757.83690E ELEVATION: 1267 FT GEOID MODEL- EGM 08

VIJP

AD 2.9

SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1	Use of aircraft stand identification signs, taxiway guidelines and visual docking/parking guidance system at aircraft stands	Taxiing guidance sign at all intersections with TWY and RWY and at all holding position. Guidelines at Aprons Nose-in-Guidance at Apron stand.
2	Runway and taxiway markings and lights	RWY Markings:Designation, THR, TDZ, Centre line, Aiming Point, Edge. Lights: RWY 27: THR, TDZ, Centre line, Edge, Ends RWY 09: THR, Centre line, Edge, Ends. TWY Marking Centre line, Edge, Holding position. LightsCentre line lights Centre line lights on TWY ‘R’, ‘S’, ‘M’, and ‘U’. Edge lights on all taxiways.
3	Stop bars (if any)	At TWYs R, S, U, T.
4	Remarks	RWY guard lights provided at TWY R, S, U and T.

VIJP

AD 2.10

AERODROME OBSTACLES

In Approach/Take-off/Circling Area and at AD
1	2	3	4	5	6
RWY/Area affected	Obstacle type	Coordinates	Elevation (EGM-08)	Marking/LGT	Remarks
27/TKOF 09/APCH	TREE	264919.4N 0754741.8E	1309 FT	NIL	Tree
27/TKOF 09/APCH	TREE	264917.8N 0754743.3E	1297 FT	NIL	Tree
27/TKOF 09/APCH	TREE	264917.3N 0754742.4E	1301 FT	NIL	Tree
27/TKOF 09/APCH	BUILDING	264915.6N 0754743.3E	1290 FT	NIL	Building
27/TKOF 09/APCH	TREE	264916.2N 0754742.0E	1304 FT	NIL	Tree
27/TKOF 09/APCH	TREE	264916.2N 0754739.8E	1298 FT	NIL	Tree
27/TKOF 09/APCH	TREE	264922.3N 0754742.4E	1299 FT	NIL	Tree
27/TKOF 09/APCH	BUILDING	264925.2N 0754741.2E	1293 FT	NIL	Vinnie Hotel
27/TKOF 09/APCH	BUILDING	264926.0N 0754741.2E	1297 FT	NIL	Building
27/TKOF 09/APCH	BUILDING	264927.5N 0754740.7E	1305 FT	NIL	Building
27/TKOF 09/APCH	BUILDING	264926.9N 0754739.5E	1299 FT	NIL	Building
27/TKOF 09/APCH	TREE	264917.9N 0754739.8E	1307 FT	NIL	Tree
27/TKOF 09/APCH	TREE	264914.5N 0754736.4E	1305 FT	NIL	Group of Tree
27/TKOF 09/APCH	TREE	264923.5N 0754733.7E	1309 FT	NIL	Tree
27/TKOF 09/APCH	BUILDING	264927.6N 0754732.3E	1310 FT	NIL	Sintex Tank Bldg. (Bldg. Top 398.4 M.)
27/TKOF 09/APCH	BUILDING	264927.5N 0754735.4E	1310 FT	NIL	Building
27/TKOF 09/APCH	TREE	264923.7N 0754742.1E	1291 FT	NIL	Group of Tree
27/TKOF 09/APCH	ANTENNA	264916.1N 0754746.1E	1296 FT	NIL	MLAT Antenna
27/TKOF 09/APCH	OTHER	264924.8N 0754727.4E	1322 FT	NIL	Mast
27/TKOF 09/APCH	BUILDING	264926.8N 0754734.9E	1308 FT	NIL	Building
27/TKOF 09/APCH	BUILDING	264927.1N 0754741.0E	1302 FT	NIL	Building
27/TKOF 09/APCH	TREE	264927.2N 0754741.2E	1312 FT	NIL	Tree
27/TKOF 09/APCH	POLE	264927.2N 0754741.3E	1297 FT	NIL	Light Pole
27/TKOF 09/APCH	POLE	264926.4N 0754741.5E	1296 FT	NIL	Light Pole
27/TKOF 09/APCH	POLE	264925.6N 0754741.7E	1295 FT	NIL	Light Pole
27/TKOF 09/APCH	POLE	264925.0N 0754741.8E	1295 FT	NIL	Light Pole
27/TKOF 09/APCH	TREE	264922.3N 0754742.0E	1294 FT	NIL	Tree
27/TKOF 09/APCH	TREE	264918.7N 0754742.7E	1294 FT	NIL	Tree
27/TKOF 09/APCH	POLE	264925.3N 0754742.6E	1295 FT	NIL	Light Pole
27/TKOF 09/APCH	POLE	264926.2N 0754742.4E	1295 FT	NIL	Light Pole
27/TKOF 09/APCH	POLE	264927.0N 0754742.2E	1296 FT	NIL	Light Pole
27/TKOF 09/APCH	OTHER	264927.4N 0754749.9E	1282 FT	NIL	Mobile Road Traffic (Road Elev. 385.7 M. + Traffic Ht. 5.0 M.)
27/TKOF 09/APCH	BUILDING	264916.8N 0754738.9E	1309 FT	NIL	Sintex Tank on Bldg.
27/APCH 09/TKOF	OTHER	264933.2N 0755016.7E	1279 FT	NIL	L/C Rod at DVOR
27/APCH 09/TKOF	TREE	264931.1N 0755029.3E	1301 FT	NIL	Tree
27/APCH 09/TKOF	TREE	264943.4N 0755024.5E	1297 FT	NIL	Tree
In circling area and at AD	BUILDING	264928.7N 0754747.8E	1255 FT	NIL	Building
In circling area and at AD	TREE	264930.2N 0754752.2E	1317 FT	NIL	Group of Tree
In circling area and at AD	TREE	264915.2N 0754745.4E	1316 FT	NIL	Group of Tree
In circling area and at AD	TREE	264915.2N 0754745.4E	1316 FT	NIL	Group of Tree
In circling area and at AD	TREE	264915.6N 0754747.3E	1302 FT	NIL	Group of Tree
In circling area and at AD	TREE	264914.8N 0754751.5E	1319 FT	NIL	Group of Tree
In circling area and at AD	TREE	264915.4N 0754754.1E	1311 FT	NIL	Group of Tree
In circling area and at AD	TREE	264915.7N 0754756.0E	1310 FT	NIL	Group of Tree
In circling area and at AD	TREE	264914.2N 0754750.3E	1322 FT	NIL	Group of Tree
In circling area and at AD	POLE	264927.8N 0754742.0E	1296 FT	NIL	Light Pole
In circling area and at AD	TREE	264928.5N 0754742.7E	1301 FT	NIL	Tree
In circling area and at AD	SIGN	264929.3N 0754742.6E	1331 FT	NIL	Hoarding On Bldg. (Bldg. Top 402.4 M.)
In circling area and at AD	TREE	264928.6N 0754744.3E	1309 FT	NIL	Group of Tree
In circling area and at AD	BUILDING	264928.3N 0754745.2E	1302 FT	NIL	Sintex Tank Bldg. (Bldg. Top 395.6 M.)
In circling area and at AD	TREE	264928.1N 0754745.7E	1304 FT	NIL	Tree
In circling area and at AD	TREE	264927.8N 0754743.4E	1295 FT	NIL	Tree
In circling area and at AD	BUILDING	264928.4N 0754746.7E	1305 FT	NIL	Building
In circling area and at AD	BUILDING	264928.7N 0754747.3E	1305 FT	NIL	Sintex Tank On Bldg.
In circling area and at AD	BUILDING	264928.3N 0754747.9E	1304 FT	NIL	Building
In circling area and at AD	TREE	264928.3N 0754748.2E	1309 FT	NIL	Tree
In circling area and at AD	BUILDING	264928.4N 0754749.0E	1301 FT	NIL	TREE
In circling area and at AD	BUILDING	264929.4N 0754750.4E	1311 FT	NIL	Building (U/C)
In circling area and at AD	BUILDING	264929.3N 0754750.9E	1313 FT	NIL	Building
In circling area and at AD	BUILDING	264929.8N 0754752.6E	1316 FT	NIL	Sintex Tank On Bldg.
In circling area and at AD	SIGN	264925.8N 0754756.5E	1269 FT	NIL	Sign Board
In circling area and at AD	POLE	264924.7N 0754755.5E	1268 FT	NIL	Pole
In circling area and at AD	POLE	264920.9N 0754756.1E	1267 FT	NIL	Pole LOC Critical Area
In circling area and at AD	SIGN	264925.9N 0754758.6E	1268 FT	NIL	Sign Board
In circling area and at AD	SIGN	264925.6N 0754758.7E	1268 FT	NIL	Sign Board
In circling area and at AD	ANTENNA	264916.3N 0754802.8E	1309 FT	NIL	Antenna On Old Terminal (Bldg. Top 394.8 M.)
In circling area and at AD	BUILDING	264917.4N 0754804.9E	1306 FT	NIL	Old Atc Demolished
In circling area and at AD	BUILDING	264919.0N 0754808.0E	1289 FT	NIL	Old Bldg. Demolished
In circling area and at AD	TREE	264916.2N 0754754.0E	1312 FT	NIL	Group of Tree
In circling area and at AD	OTHER	264912.2N 0754734.6E	1338 FT	NIL	Mast
In circling area and at AD	OTHER	264927.7N 0754805.4E	1289 FT	NIL	WDI
In circling area and at AD	ANTENNA	264927.4N 0754807.6E	1273 FT	NIL	RVR Antenna
In circling area and at AD	TREE	264942.2N 0754955.8E	1302 FT	NIL	Tree
In circling area and at AD	BUILDING	264929.0N 0754948.7E	1259 FT	NIL	GP Hut
In circling area and at AD	OTHER	264927.6N 0754940.6E	1269 FT	NIL	WDI
In circling area and at AD	TREE	264941.5N 0755002.3E	1301 FT	NIL	Tree
In circling area and at AD	ANTENNA	264940.9N 0755002.6E	1275 FT	NIL	MLAT Antenna
In circling area and at AD	TANK	264950.1N 0755041.6E	1351 FT	NIL	Over Head Water Tank
In circling area and at AD	TREE	264942.2N 0754955.8E	1301 FT	NIL	Tree
In circling area and at AD	OTHER	264937.0N 0754949.1E	1256 FT	NIL	RVR
In circling area and at AD	OTHER	264937.0N 0754949.0E	1253 FT	NIL	Electric Box
In circling area and at AD	OTHER	264937.2N 0754949.7E	1262 FT	NIL	L/C Rod
In circling area and at AD	ANTENNA	264937.1N 0754950.2E	1256 FT	NIL	RVR Antenna
In circling area and at AD	OTHER	264937.0N 0754950.4E	1252 FT	NIL	Electric Box
In circling area and at AD	NAVAID	264929.1N 0754949.1E	1301 FT	NIL	GP Main Antenna
In circling area and at AD	NAVAID	264929.0N 0754949.1E	1265 FT	NIL	GP DME
In circling area and at AD	NAVAID	264929.4N 0754952.1E	1263 FT	NIL	GP Monitor Antenna
In circling area and at AD	SIGN	264929.7N 0754949.0E	1250 FT	NIL	Sign Board
In circling area and at AD	SIGN	264928.3N 0754810.4E	1272 FT	NIL	Sign Board
In circling area and at AD	SIGN	264927.3N 0754811.4E	1271 FT	NIL	Sign Board
In circling area and at AD	SIGN	264927.0N 0754811.4E	1271 FT	NIL	Sign Board
In circling area and at AD	SIGN	264928.4N 0754813.7E	1271 FT	NIL	Sign Board
In circling area and at AD	SIGN	264930.7N 0754838.5E	1259 FT	NIL	Sign Board
In circling area and at AD	SIGN	264929.7N 0754838.5E	1258 FT	NIL	Sign Board
In circling area and at AD	SIGN	264927.7N 0754835.7E	1258 FT	NIL	Sign Board
In circling area and at AD	SIGN	264930.0N 0754841.1E	1257 FT	NIL	Sign Board
In circling area and at AD	SIGN	264929.6N 0754841.1E	1258 FT	NIL	Sign Board
In circling area and at AD	SIGN	264928.5N 0754843.8E	1257 FT	NIL	Sign Board
In circling area and at AD	ANTENNA	264931.1N 0754846.0E	1263 FT	NIL	MET Antenna
In circling area and at AD	ANTENNA	264931.4N 0754848.7E	1263 FT	NIL	MET Antenna
In circling area and at AD	SIGN	264931.6N 0754856.1E	1261 FT	NIL	Sign Board
In circling area and at AD	SIGN	264931.3N 0754856.2E	1260 FT	NIL	Sign Board
In circling area and at AD	SIGN	264931.7N 0754858.9E	1259 FT	NIL	Sign Board
In circling area and at AD	SIGN	264931.1N 0754858.8E	1259 FT	NIL	Sign Board
In circling area and at AD	SIGN	264930.4N 0754900.7E	1258 FT	NIL	Sign Board
In circling area and at AD	ANTENNA	264933.1N 0754911.6E	1261 FT	NIL	RVR Antenna
In circling area and at AD	ANTENNA	264933.2N 0754912.2E	1261 FT	NIL	RVR Antenna
In circling area and at AD	ANTENNA	264933.6N 0754912.8E	1275 FT	NIL	MET Antenna
In circling area and at AD	ANTENNA	264933.4N 0754914.3E	1261 FT	NIL	MET Antenna
In circling area and at AD	SIGN	264922.9N 0754814.5E	1269 FT	NIL	Sign Board
In circling area and at AD	SIGN	264926.8N 0754814.8E	1271 FT	NIL	Sign Board
In circling area and at AD	ANTENNA	264919.4N 0754814.6E	1297 FT	NIL	MLAT Antenna
In circling area and at AD	SIGN	264930.6N 0754842.7E	1262 FT	NIL	Sign Board
In circling area and at AD	POLE	264932.1N 0754853.2E	1262 FT	NIL	Visibility Transmissometer LCV 11
In circling area and at AD	ANTENNA	264935.6N 0754759.8E	1384 FT	NIL	MSSR Antenna Top
In circling area and at AD	POLE	264928.2N 0754807.1E	1287 FT	NIL	Pole
In circling area and at AD	BUILDING	264917.9N 0754806.6E	1295 FT	NIL	M.T. Old
In circling area and at AD	TREE	264917.7N 0754808.6E	1312 FT	NIL	Tree
In circling area and at AD	OTHER	264927.4N 0754805.1E	1270 FT	NIL	Landing T
In circling area and at AD	ANTENNA	264927.3N 0754806.6E	1273 FT	NIL	RVR Antenna
In circling area and at AD	OTHER	264927.3N 0754806.5E	1269 FT	NIL	Electric Box
In circling area and at AD	OTHER	264927.6N 0754807.1E	1284 FT	NIL	L/C Rod
In circling area and at AD	ANTENNA	264927.6N 0754807.7E	1285 FT	NIL	MET Antenna
In circling area and at AD	OTHER	264927.6N 0754807.7E	1270 FT	NIL	Electric Box
In circling area and at AD	TREE	264918.5N 0754832.2E	1305 FT	NIL	Tree
In circling area and at AD	TREE	264919.7N 0754832.9E	1296 FT	NIL	Group of Tree
In circling area and at AD	TREE	264920.5N 0754832.2E	1285 FT	NIL	Tree
In circling area and at AD	SIGN	264925.2N 0754809.7E	1269 FT	NIL	Sign Board
In circling area and at AD	SIGN	264926.9N 0754811.2E	1271 FT	NIL	Sign Board
In circling area and at AD	SIGN	264928.3N 0754813.5E	1271 FT	NIL	Sign Board
In circling area and at AD	SIGN	264928.3N 0754813.6E	1271 FT	NIL	Sign Board
In circling area and at AD	SIGN	264929.7N 0754838.4E	1258 FT	NIL	Sign Board
In circling area and at AD	SIGN	264929.3N 0754841.0E	1257 FT	NIL	Sign Board
In circling area and at AD	OTHER	265100.6N 0755042.8E	1718 FT	LGTD	Hazard Light (Solar Light)
In circling area and at AD	NATURAL HIGHPOINT	265102.8N 0755040.4E	1708 FT	NIL	Hill Top
In circling area and at AD	NATURAL HIGHPOINT	265137.8N 0755043.7E	1808 FT	NIL	Hill Top
In circling area and at AD	OTHER	265037.4N 0754947.3E	1470 FT	NIL	Mast
In circling area and at AD	BUILDING	265058.4N 0754802.8E	1448 FT	LGTD	Hotel Amar Clarck's
In circling area and at AD	OTHER	265112.8N 0754717.0E	1426 FT	NIL	Chimney
In circling area and at AD	OTHER	265216.7N 0754948.3E	1868 FT	LGTD	Hazard Light (Solar Light) On Hill
In circling area and at AD	NATURAL HIGHPOINT	265231.9N 0754949.5E	1905 FT	NIL	Hill Top
In circling area and at AD	OTHER	265441.9N 0755124.3E	2160 FT	LGTD	Mast On Hill Top
In circling area and at AD	OTHER	265706.2N 0754900.8E	2003 FT	LGTD	Mast On Hill Top

VIJP

AD 2.11

METEOROLOGICAL INFORMATION PROVIDED

1	Name of the associated meteorological office	Jaipur
2	Hours of service and, where applicable, the designation of the responsible meteorological office outside these hours	H24
3	Office responsible for preparation of TAFs and periods of validity and interval of issuance of the forecasts	Jaipur/Delhi 9,24HR
4	Availability of the trend forecast for the aerodrome and interval of issuance	NIL
5	Information on how briefing and/or consultation is provided	Provided
6	Types of flight documentation supplied and language(s) used in flight documentation	Tabular Form English
7	Charts and other information displayed or available for briefing or consultation	Avbl during VIP Movement only
8	Supplementary equipment available for providing information on meteorological conditions, e.g. weather radar and receiver for satellite images;	Telex/Telefax
9	The air traffic services unit(s) provided with meteorological information	VIJP Jaipur ATC and ACS
10	Additional information, e.g. concerning any limitation of service.	Drishti RVR EQPT AVBL for beginning , MID and END RVR RWY27.

VIJP

AD 2.12

RUNWAY PHYSICAL CHARACTERISTICS

Designations	TRUE Bearings	Dimensions of RWY (M)	Strength of pavement (PCN) and associated data) and surface of runway and associated stopways	Geographical coordinates for threshold and runway end
1	2	3	4	5
09	84.02 DEG	3407 x 45 M	71/F/B/W/T	THR: 264922.88N 0754757.42E RWY END: 264934.41N 0755000.14E
27	264.02 DEG	3407 x 45 M	71/F/B/W/T	THR: 264934.41N 0755000.14E RWY END: 264922.88N 0754757.42E

Designations

TRUE Bearings

Dimensions of RWY (M)

Strength of pavement

(PCN) and associated

data) and surface of runway and associated stopways

Geographical

coordinates for

threshold and

runway end

84.02 DEG

3407 x 45 M

71/F/B/W/T

THR:

264922.88N

0754757.42E

RWY END:

264934.41N

0755000.14E

264.02 DEG

3407 x 45 M

71/F/B/W/T

THR:

264934.41N

0755000.14E

RWY END:

264922.88N

0754757.42E

THR elevation and highest elevation of TDZ of precision APP RWY	Slope of runway and associated stopway	Dimensions of stopway (M)	Dimensions of clearway (M)	Dimensions of strips (M)
6	7	8	9	10
THR: 1267.0FT TDZ: 1268.0FT	-0.17%	NIL	NIL	3527 x 300 M
THR: 1248.0FT TDZ: 1255.0FT	0.17%	NIL	NIL	3527 x 300 M

THR elevation

and highest

elevation of

TDZ of

precision APP

RWY

Slope of

runway and

associated

stopway

Dimensions of

stopway

(M)

Dimensions of

clearway

(M)

Dimensions of

strips

(M)

THR: 1267.0FT

TDZ: 1268.0FT

-0.17%

NIL

3527 x 300 M

THR: 1248.0FT

TDZ: 1255.0FT

0.17%

NIL

3527 x 300 M

Dimensions of runway end safety areas	Location and description of arresting system (if any)	Existence of an obstacle-free zone	Remarks.
11	12	13	14
240M x 150M			1. PCN RWY 09: 71/F/B/W/T upto 2757M thereafter 85/R/B/W/T upto 3407M. 2. From beginning of : RWY09 to 210M minus (-) 0.14 %, from 210M to 420M plus (+) 0.33 %, from 420M to 1230M minus (-) 0.5 %, from 1230M to 2597M plus (+) 0.02%, from 2597M to 3407M minus (-) 0.31 %. 3. Geoid Model : EGM 08
240M x 150M			1. PCN RWY 27: 85/R/B/W/T upto 650M thereafter 71/F/B/W/T upto 3407M. 2. From beginning of: RWY27 to 810M minus (-) 0.31 %, from 810M to 2177M plus (+) 0.02 %, from 2177M to 2987M minus (-) 0.5 %, from 2987M to 3197M plus (+) 0.33 %, from 3197M to 3407M minus (-) 0.14 %. 3. Geoid Model : EGM 08

Dimensions of

runway end

safety areas

Location and

description of

arresting system

(if any)

Existence of an

obstacle-free

zone

Remarks.

240M x 150M

1. PCN RWY 09: 71/F/B/W/T upto 2757M thereafter 85/R/B/W/T upto 3407M.

2. From beginning of :

RWY09 to 210M minus (-) 0.14 %,

from 210M to 420M plus (+) 0.33 %,

from 420M to 1230M minus (-) 0.5 %,

from 1230M to 2597M plus (+) 0.02%,

from 2597M to 3407M minus (-) 0.31 %.

3. Geoid Model : EGM 08

240M x 150M

1. PCN RWY 27: 85/R/B/W/T upto 650M thereafter 71/F/B/W/T upto 3407M.

2. From beginning of:

RWY27 to 810M minus (-) 0.31 %,

from 810M to 2177M plus (+) 0.02 %, from

2177M to 2987M minus (-) 0.5 %, from

2987M to 3197M plus (+) 0.33 %, from 3197M

to 3407M minus (-) 0.14 %.

3. Geoid Model : EGM 08

VIJP

AD 2.13

DECLARED DISTANCES

RWY Designator

Take-off

run

available

TORA

(M)

Take-off

distance

available

TODA

(M)

Accelerate

distance

available

ASDA

(M)

Landing

distance

available

LDA

(M)

Remarks

(including runway

entry or start point

where alternative

reduced declared

distances have

been declared)

3407

VIJP

AD 2.14

APPROACH AND RUNWAY LIGHTING

Runway Designator	Type, length and intensity of approach lighting system	Runway threshold lights, colour and wing bars	Type of visual slope indicator system	Length of runway touchdown zone lights
1	2	3	4	5
09	SALS 420 M LIH	Green AVBL	PAPI LEFT/3.00 DEG MEHT (60.53FT)
27	900 M LIH	Green AVBL	PAPI LEFT/3.00 DEG MEHT (58.82FT)	900 M

Runway

Designator

Type, length and

intensity of

approach lighting

system

Runway threshold

lights, colour and

wing bars

Type of visual

slope indicator

system

Length of runway

touchdown zone

lights

SALS

420 M

LIH

Green

AVBL

PAPI

LEFT/3.00 DEG

MEHT

(60.53FT)

900 M

LIH

Green

AVBL

PAPI

LEFT/3.00 DEG

MEHT

(58.82FT)

900 M

Length, spacing, colour and intensity of runway centre line lights	Length, spacing, colour and intensity of runway edge lights	Colour of runway end lights and wing bars	Length and colour of stopway lights	Remarks
6	7	8	9	10
3407 M 15 M LIH White	3407 M 60 M White LIH	Red		1. Alternate red and white in the last 900 m to 300 m of the runway Red in the last 300 m of the runway 2. RWY Centreline LGT are uniformly offset to the south side of RWY CL by not more than 60 cm
3407 M 15 M LIH White	3407 M 60 M White LIH	Red		1. Alternate red and white in the last 900 m to 300 m of the runway Red in the last 300 m of the runway 2. RWY Centreline LGT are uniformly offset to the south side of RWY CL by not more than 60 cm

Length, spacing,

colour and

intensity of

runway centre line

lights

Length, spacing,

colour and

intensity of

runway edge lights

Colour of runway

end lights and

wing bars

Length and colour

of stopway lights

Remarks

3407 M

15 M

LIH

White

3407 M

60 M

White

LIH

Red

1. Alternate red and white in the last 900 m to 300 m of the runway Red in

the last 300 m of the runway

2. RWY Centreline LGT are uniformly offset to the south side of RWY CL by

not more than 60 cm

3407 M

15 M

LIH

White

3407 M

60 M

White

LIH

Red

1. Alternate red and white in the last 900 m to 300 m of the runway Red in

the last 300 m of the runway

2. RWY Centreline LGT are uniformly offset to the south side of RWY CL by

not more than 60 cm

VIJP

AD 2.15

OTHER LIGHTING, SECONDARY POWER SUPPLY

1	Location, characteristics and hours of operation of aerodrome beacon/identification beacon (if any)	ABN	On control Tower Building, White and green flashes, 28 flashes per minute. H24. H24
		IBN	NIL
2	Location and lighting (if any) of anemometer/landing direction indicator;	LDI	Available
		Anemometer	Available
3	Taxiway edge and taxiway centre line lights;	Edge	ALL TWY
		Centre Line	AT TWY R, S, M, U, T (From RWY upto TWY M)
4	Secondary power supply including switch-over time;	Secondary power supply to all lighting at AD Switch-over time: CAT II/III: 1 SEC CAT-I: 15 SEC
5	Remarks	Parking stands lights on parking stand no. 9, 11, 12, 13, 14, 15, 16 are available

VIJP

AD 2.16

HELICOPTER LANDING AREA

1	Geographical coordinates of the geometric centre of touchdown and lift-off (TLOF) or of each threshold of final approach and take-off (FATO) area
2	TLOF and/or FATO area elevation:
3	TLOF and FATO area dimensions to the nearest metre or foot, surface type, bearing strength and marking;
4	True bearings of FATO;
5	Declared distances available
6	Approach and FATO lighting;
7	Remarks	Not Established

VIJP

AD 2.17

AIR TRAFFIC SERVICE AIRSPACE

1	Airspace designation, geographical coordinates and lateral limits	CTR: a) Area bounded by a circle of radius 25NM centered at ARP of Jaipur Airport. b) Area bounded by 271827N 0763350E; then along a counter clockwise arc of radius 50NM centered at ARP of Jaipur Airport to 260606N 0761608E; 271827N 0763350E.
2	Vertical limits
3	Airspace classification	D
4	Call sign and language(s) of the air traffic services unit providing service;	Jaipur Tower, English
5	Transition altitude	6000 FT
6	Hours of applicability	As ATS
7	Remarks	Vertical Limits: a) 5000 FT AMSL b) 5000 FT AMSL to FL145

VIJP

AD 2.18

AIR TRAFFIC SERVICES COMMUNICATION FACILITIES

Service Designation	Call sign	Channel(s)	SATVOICE Number(s), if available
1	2	3	4
APP	Jaipur Approach	119.750 MHZ
APP	Jaipur Approach	125.250 MHZ
TWR	Jaipur Tower	119.750 MHZ
TWR	Jaipur Tower	124.300 MHZ
ATIS	Jaipur Information	126.600 MHZ
ACC	Jaipur Control	125.975 MHZ
ACC	Jaipur Control	127.575 MHZ
ALRS	-----------	121.500 MHZ

Logon address, as appropriate	Hours of operation	Remarks
5	6	7
	H24	~~1. BTN 0200-1700 TWR AND APCH BIFURCATED MODE OF OPS SHALL BE CARRIED OUT.~~ ~~2. ADS-B BASED ATS SURVEILLANCE SERVICES PROVIDED~~ ~~WI JURISDICTION OF JAIPUR APCH CTL TO SUITABLY EQUIPPED ACFT ON OPPORTUNITY BASIS WI COVERAGE AREA OF JAIPUR ADS-B SENSOR~~ ~~(SDBY)~~NIL
	H24	~~1. BTN 0200-1700 TWR AND APCH BIFURCATED MODE OF OPS SHALL BE CARRIED OUT.~~ ~~2. ADS-B BASED ATS SURVEILLANCE SERVICES PROVIDED~~ ~~WI JURISDICTION OF JAIPUR APCH CTL TO SUITABLY EQUIPPED ACFT ON OPPORTUNITY BASIS WI COVERAGE AREA OF JAIPUR ADS-B SENSOR.~~ ~~(MAIN)~~NIL
	H24	~~BTN 0200-1700 TWR AND APCH BIFURCATED MODE OF OPS SHALL BE CARRIED OUT~~ ~~(STANDBY)~~NIL
	H24	~~BTN 0200-1700 TWR AND APCH BIFURCATED MODE OF OPS SHALL BE CARRIED OUT~~ ~~(MAIN)~~NIL
	As ATS	--
	H24	STANDBY
	H24	MAIN
	H24	NIL

VIJP

AD 2.19

RADIO NAVIGATION AND LANDING AIDS

Type of aids, magnetic variation and type of supported operation for ILS/MLS, basic GNSS, SBAS and GBAS, and for VOR/ILS/MLS station used for technical lineup of the aid	Identification	Frequency(ies), Channel number(s), Service provider, and reference path identifier(s) (RPI), as appropriate	Hours of operation, as appropriate;
1	2	3	4
~~LOC 27~~ LOC 27 CAT IIIB	IJIP	109.900 MHz	H24
GP 27	IJIP	333.800 MHz	H24
DME ILS 27 27	IJIP	CH36X	H24
MKR	JI	295.000 kHz	H24
DVOR/DME	JJP	112.900 MHz CH76X	H24

Geographical coordinates of the position of the transmitting antenna	Elevation of transmitting antenna of DME/ elevation of GBAS reference point	Service volume radius from the GBAS reference point	Remarks
5	6	7	8
264921.7N 0754744.9E
264929.1N 0754949.9E			GP Angle 3 DEG
264929.0N 0754949.1E	1265 FT		Collocated with GP27 Geoid Model: EGM 08
264952.8N 0755351.0E
264932.7N 0755017.0E	1273 FT		1.DVOR coverage unrestricted between region 020 DEG-180 DEG-340 DEG. 2. Restriction in DVOR coverage between 340 DEG-000 DEG-020 DEG is as below: A) Unrestricted coverage AVBL up to 12 NM. B) Coverage not AVBL below 5000 FT between 12NM to 25 NM due terrain. C). Coverage not AVBL below7000 FT beyond 25 NM due terrain.

VIJP

AD 2.20

LOCAL AERODROME REGULATIONS

I. All Non-Sked flights requiring night parking to coordinate 72Hrs before arrival due shortage of parking space.

II. AIRPORT COLLABORATIVE DECISION MAKING (A-CDM, JAIPUR)

1. BACKGROUND

1.1 The Jaipur International Airport, Jaipur- Collaborative Decision Making (A-CDM, Jaipur) undertaken at Jaipur International Airport is a joint programme among all airport partners -

• Air Navigation Service Provider (ATC)

• Aircraft Operators (AO)

• Airport Operator (AOCC)

• Ground Handling Agencies (GHA)

• Central Air Traffic Flow Management Unit (CATFMU)*

• Air Force Movement Liaison Unit (AF-MLU), Delhi

All the partners are required to work in close collaboration to ensure the successful operation of A-CDM, Jaipur.

1.2 The efficiency of the Air Transport System is highly dependent on traffic predictability. A-CDM, Jaipur 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.

1.3 A-CDM application is developed in-house by Airports Authority of India.

1.4 A-CDM system processes and utilizes the following information from the various sources mentioned below:

a) AFTN:

i) Flight plan data

ii) EOBT

iii) ATD

iv) ETAs

v) NOTAMs

vi) METARs

vii) ADC Numbers

b) Airport Operations Data Base (AODB) of Jaipur

i) Parking stand of Aircraft

ii) Registration marking

iii) Boarding status of departing aircraft

iv) Actual “Off Block” Times

v) Actual “In-Block” Times

c) A-CDM system database

i) Arrival and Departure Taxi timings from each parking stand

ii) Runway-in-Use and Closures

iii) Hourly handling capacity of runways

iv) Priority of flights e.g. VVIP and Emergencies etc.

v) Flight schedules

1.5 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 departures and Target In-Block Times for arrivals.

1.6 Implementation of ACDM will result in considerable benefits to stakeholders. The various benefits of A-CDM includes are as follows:

• Improvement in efficiency of operations

• Reduction of delays to departures at holding point.

• Orderly flow of traffic.

• Reduction in wastage of Aviation fuel.

• Reduction in Carbon Emission, reduction in Environmental Pollution.

• Optimization of airport and airspace capacity Reduction of R/T congestion

• Enhanced efficiency and reduced workload due to reduced R/T congestion.

• Improved Situational Awareness and increased confidence amongst ACDM Partners.

• Adherence to ADC (Air Defence Clearance) by stake holders.

• Better Passenger experience.

• Optimized use of ground handling resources

• Optimized use of parking stands, gates and terminals.

• Reduced apron and taxiway congestion

• Access to current MET information.

2. TWO KEY PARAMETERS OF A-CDM, JAIPUR: TOBT and TSAT.

2.1 TARGET OFF-BLOCK TIME (TOBT)

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.

2.1.2 Purpose: Air Traffic Management (ATM) based on only FPL-data is insufficient to guarantee smooth and efficient operations on the ground and in the air. The main reason for this is the incorrect updating/no updating at all, of the Estimated Off Block Time (EOBT) of the aircraft. The result is that airport partners will have an incorrect idea about the actual status of that specific aircraft. The purpose of Target Off-Block Time (TOBT) is to provide a timely, accurate and reliable estimate of an aircraft's off block time to the A-CDM, Jaipur partners. Accurate TOBTs enhance operations on the ground as they provide all airport partners with a clear picture of the intentions of aircraft on the ground.

2.1.3 Communication of TOBT: Aircraft Operators shall revise their EOBTs via AFTN using CHG/ DLA message or inform ARO for revised EOBT, who in turn will originate CHG / DLA message for transmission through AFTN.

2.1.3.1 In case No delay is expected: If there is no revision of EOBT, EOBT will be treated as the TOBT. For such cases there is no need of any communication from the Aircraft Operator to the ARO.

2.1.3.2 In case delay is expected:

a) When Air Defence Clearance (ADC) is valid: If delay is within the validity period of ADC, EOBT should be revised through CHG/DLA message. Optionally TOBT can be changed in ACDM interface. But if due to some reason coordination is not possible by both the above methods then EOBT can be revised by informing ARO.

b) When Air Defence Clearance ADC is NOT valid:

i) If delay is outside the validity period of ADC, EOBT shall be revised through CHG/DLA message or after having coordinated with MLU and obtaining the revised ADC number, by informing ARO about revised EOBT and ADC. (Option of change of TOBT will not be available in this case).

ii) ADC Validity Period: (-) 15 minutes to (+) 45 minutes of EOBT in RPL/FPL or subsequent revision of EOBT by DLA/CHG message.

Note: Once Target Start-up Approval Time (TSAT) is allocated by ATC at TOBT - 30 minutes, the TOBT can be updated thrice.

2.1.5 Accuracy: TOBTs must be updated to an accuracy of +/- 5 minutes.

2.2 TARGET START UP APPROVAL TIME (TSAT)

2.2.1 Definition: The time is 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 to start, where Actual Start-up Approval Time (ASAT) will be before the TSAT.

2.2.2 Purpose: TSATs provide an optimized start-up sequence, leading to Pre-Departure sequence. TSATs reduce queuing times at the runway holding points, while ensuring optimised utilisation of the runway. ATC will continue to optimize the departure order for creating the right mix of traffic.

2.2.3 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

which 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.

2.2.4 Generation of TSAT: TSAT is generated by ACDM interface at TOBT - 30 minutes.

2.2.5 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.

2.2.6 Priorities for generation of TSAT:

The following aircraft will be accorded priority by A-CDM application at the time of generating TSATs:

a) VVIP flights

b) Aircraft in emergency

c) Ambulance aircraft

d) Aircraft in relief missions

e) Aircraft returning to stand after push back/taxiing out for any reason

2.2.7 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:

i) Change of runway

ii) Change in taxi times

iii) Revised TOBT of the subject aircraft

iv) Cancellation/ revision in TOBT of other aircraft in the departure sequence.

v) Priority handling

vi) Unusual Occurrences, etc.

vii) Change of aircraft type*

viii) Application of ATFM regulation or ATC restriction resulting in new CTOT or start up delay*

ix) Inclement Weather*

x) Bird activity*

xi) Change of route (SID)*

2.2.8 Accuracy: The TSAT will remain valid for +/- 5 minutes.

3 Co-ordination with the Central Air Traffic Flow Management Unit (CATFMU)*

3.1 A permanent and fully automatic data exchange with the ATFMU will be established. The data transfer will enable highly accurate early predictions of landing and departure times. *

3.2 Furthermore, it allows for more accurate and efficient CTOT calculations due to the use of more accurate local target take-off times. *

4 TOBT and TSAT based A-CDM, Jaipur Start-up/Push-back procedures

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 Take-off sequence where ATC decides on the order in which the aircraft at holding points of the runway will depart.

4.2 Start-Up and Push-Back Procedure:

i. The pilot will contact Surface Movement Control Unit (GROUND) to request en-route clearance and SID between TSAT - 15 minutes to TSAT - 5 minutes. Blue Zone.

ii. The aircraft must be ready to Start-up/Push-back at TOBT and request SMC (GROUND) for Start-up/Push-back at TSAT - 5 minutes and TSAT + 5 minutes. Green Zone.

(Note: The system may prepone TSAT up to TOBT)

iii. In case for Schedule Flight, “Boarding” has not started at or before TSAT - 5 Minutes, allotted TSAT will be cancelled and associated slot will be allocated to next eligible aircraft.

a. A new TOBT is required from Airlines Operator.

b. On receipt of new TOBT, the flight will be re-sequenced according to new TOBT and a new TSAT with a subsequent delay will be issued.

iv. If at TSAT +5 minutes: Red Zone, ATC has not received Start-up/Pushback request, the aircraft will lose its position in sequence.

a. A new TOBT is required from Airlines Operator.

b. On receipt of new TOBT, the flight will be re-sequenced according to new TOBT and a new TSAT with a subsequent delay will be issued.

v. ATC should normally be able to issue start-up/push-back at TSAT. Pilots will be informed by ATC of any revised TSAT if there is a delay to TSAT in excess of 5 minutes.

vi. Taxi clearance must be requested within 5 minutes of Start-up/Pushbackapproval 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 in A-CDM, Jaipur interface. AO shall be responsible to obtain new

ADC number from IAF-MLU).

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 sequence.

(Note: Actual Departure sequence may differ from pre-departure sequence in order to optimize the Runway and Airspace utilization.)

* [Future provision kept for incorporating with India - Central Air Traffic Flow Management]

5 TERMS AND ABBREVIATIONS

All Acronyms are time parameters which have a standard length of four characters and have been arranged as per aircraft movement sequence.

[While developing the A-CDM, Jaipur procedures, the guidance material published by Euro control, ICAO A-CDM and other Organizations has been used].

S. NO.	ACRONYMS	DEFINITION	EXPLANATION
5.1	ELDT	Estimated Landing Time	The estimated time that an aircraft will touchdown on the runway. (Equivalent to ATC ETA = Estimated Time of Arrival = landing).
5.2	ALDT	Actual Landing Time	The time that an aircraft lands on a runway. (Equivalent to ATC ATA = Actual Time of Arrival = Landing, ACARS = ON).
5.3	EXIT	Estimated Taxi- In Time	The estimated taxi time between landing and inBlock.
5.4	AXIT	Actual Taxi-In Time	AXIT = AIBT - ALDT
5.5	SIBT	Scheduled InBlock Time	The time that an aircraft is scheduled to arrive at its first parking position.
5.6	EIBT	Estimated InBlock Time	The estimated time that an aircraft will arrive inblocks. (Equivalent to Aircraft Operator’s ETA = Estimated Time of Arrival).
5.7	AIBT	Actual In-Block Time	The time that an aircraft arrives in-blocks. (Equivalent to Aircraft Operator’s ATA = Actual Time of Arrival, ACARS = IN).
5.8	STTT	Scheduled Turnaround Time	STTT = SOBT - SIBT
5.9	ETTT	Estimated Turnaround Time	The time estimated by the AO/GH on the day of operation to turnaround a flight taking into account the operational constraints.
5.10	MTTT	Minimum Turnaround Time	The minimum turnaround time agreed with an AO/GH for a specified flight or aircraft type.
5.11	ATTT	Actual Turnaround Time	ATTT = AOBT - AIBT
5.12	ASRT	Actual Start Up Request Time	Time the pilot requests start up clearance.
5.13	TSAT	Target Start Up Approval Time	The time provided by ATC taking into account TOBT, CTOT* and/or the traffic situation that an Aircraft can expect start-up / push back approval. Note: The actual start up approval (ASAT) can be given in advance of TSAT.
5.14	ASAT	Actual Start Up Approval Time	Time that an aircraft receives its start-up approval.
5.15	SOBT	Scheduled OffBlock Time	The time that an aircraft is scheduled to depart from its parking position.
5.16	EOBT	Estimated OffBlock Time	The estimated time at which the aircraft will start movement associated with departure (ICAO)
5.17	TOBT	Target OffBlock Time	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).
5.18	AOBT	Actual OffBlock Time	Time the aircraft pushes back / vacates the parking position. (Equivalent to Aircraft Operator’s ATD = Actual Time of Departure & ACARS = OUT)
5.19	ARDT	Actual Ready Time (for Movement)	When the aircraft is ready for start-up/push back or taxi immediately after clearance delivery, meeting the requirements set by the TOBT definition.
5.20	EXOT	Estimated TaxiOut Time	The estimated taxi time between off-block and take off. This estimate includes any delay buffer time at the holding point prior to take off.
5.21	AXOT	Actual Taxi-Out Time	AXOT = ATOT - AOBT
5.22	ETOT	Estimated Take Off Time	The estimated takeoff time taking into account the EOBT plus EXOT.
5.23	CTOT*	Calculated Take Off Time*	A time calculated and issued by the appropriate Central Management unit, as a result of tactical slot allocation, at which a flight is expected to become airborne. (ICAO Doc 7030/4 - EUR, Table 7)*
5.24	TTOT	Target Take Off Time	The Target Take Off Time taking into account the TOBT/TSAT plus the EXOT. Each TTOT on one runway is separated from other TTOT or TLDT to represent vortex and/or SID separation between Aircraft.
5.25	ATOT	Actual Take Off Time	The time that an aircraft takes off from the runway. (Equivalent to ATC ATD = Actual Time of Departure, ACARS = OFF).

VIJP

AD 2.21

NOISE ABATEMENT PROCEDURES

VIJP

AD 2.22

FLIGHT PROCEDURES

I. Low Visibility Procedures

1. DEFINITIONS AND ABBREVIATIONS:

1.1 Precision approach and landing operations: An instrument approach procedure based on navigation systems (ILS, MLS, GLS and SBAS CAT I) designed for 3D instrument approach operations Type A or B.

1.2 ILS Category I (CAT I) Operations: A decision height not lower than 60 m (200 ft) and with either a visibility not less than 800 m or a runway visual range not less than 550 m.

1.3 ILS Category II (CAT II) Operations: A decision height lower than 60 m (200 ft), but not lower than 30 m (100 ft) and a runway visual range not less than 300 m.

1.4 ILS Category III Operations:

1.4.1 CAT IIIA Operations: A precision instrument approach and landing with -

i. a decision height lower than 30 m (100 ft) or no decision height; and

ii. a runway visual range not less than 175 m.

1.4.2 CAT IIIB Operations: A precision instrument approach and landing with -

i. a decision height lower than 15 m (50 ft) or no decision height; and

ii. a runway visual range less than 175 m but not less than 50 m.

1.5 Decision Altitude/Height (DA/H): A specified altitude or height in a 3D instrument approach operation at which a missed approach must be initiated if the required visual reference to continue the approach has not been established.

1.6 ILS Critical Area: An area of defined dimensions about the localizer and glide path antennas where vehicles, including aircraft, are excluded during all ILS operations. The critical area is protected because the presence of vehicles and/or aircraft inside its boundaries will cause unacceptable disturbance to the ILS signal-in-space.

1.7 ILS Sensitive Area: An area extending beyond the critical area where the parking and/or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. The sensitive area is protected to provide protection against interference caused by large moving objects outside the critical area but still normally within the airfield boundary.

1.8 Low Visibility Procedures: Specific procedures applied at an aerodrome for the purpose of ensuring safe operations during Categories II and III approaches and/or low visibility take-offs.

1.9 Low Visibility Take-Off: A term used in relation to flight operations referring to a take-off on a runway where the RVR is less than 400 m.

1.10 Obstacle Free Zone (OFZ): The airspace above the inner approach surface, inner transitional surfaces, and balked landing surface and that portion of the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than a low-mass and frangibly mounted one required for air navigation purposes.

1.11 Runway Visual Range (RVR): The range over which the pilot of an aircraft on the centreline of a runway can see the runway surface markings or the lights delineating the runway or identifying its centreline.

1.12 Safeguarding Procedures (SP): Safeguarding Procedures (SP) are instructions for relevant airport departments and airside operators to prepare ground services and facilities for low visibility operations, in order that when LVP are implemented all Safeguarding procedures are complete and airport is configured for CAT II/CAT IIIA/CAT IIIB Operations and Low Visibility Take-Offs.

1.13 Aerodrome Operating Minima: The limits of usability of an aerodrome for -

a. take-off, expressed in terms of runway visual range and/or visibility and, if necessary, cloud conditions;

b. landing in 2D instrument approach operations, expressed in terms of visibility and/or runway visual range; minimum descent altitude/height (MDA/H) and, if necessary, cloud conditions; and

c. landing in 3D instrument approach operations, expressed in terms of visibility and/or runway visual range and decision altitude/height(DA/H) appropriate to the type and/or category of the operation.

1.14 Touchdown Zone- The portion of a runway, beyond the threshold, where it is intended landing aeroplanes first contact the runway.

1.15 Visibility - Visibility for aeronautical purposes is the greater of -

a. the greatest distance at which a black object of suitable dimensions, situated near the ground, can be seen and recognized when observed against a bright background;

b. The greatest distance at which lights in the vicinity of 1000 candelas can be seen and identified against an unlit background.

Note 1 -- The two distances have different values in air of a given extinction coefficient, and the latter b) varies with the background illumination. The former a) is represented by the meteorological optical range (MOR).

Note 2 -- The definition applies to the observations of visibility in local routine and special reports, to the observations of prevailing and minimum visibility reported in METAR and SPECI and to the observations of ground visibility.

1.16 Missed approach procedure- The procedure to be followed if the approach cannot be continued.

1.17 The abbreviations used in description to Low Visibility Procedures have the following meaning.

AFSS Airport Fire Safety Services

ATC Air traffic Control

ATIS Aerodrome Terminal Information Service

CCR Constant Current Regulator

FAP Final Approach Point

ILS Instrument Landing System

LOC Localizer

LSA Localizer Sensitive Area

LVP Low Visibility Procedure

MET Meteorology

MID Mid-Point

OFZ Obstacle Free Zone

RVR Runway Visual Range

SMC Surface Movement Control

SP Safeguarding Procedures

SSO Technical/Communication Shift Supervisory Officer

TDZ Touch-down Zone

WSO Watch Supervisory Officer

ASMGCS Advanced Surface Movement Guidance Control System

2. INTRODUCTION

2.1 General

2.1.1 RWY 27 at Jaipur International Airport, Jaipur is equipped for the CAT II/CAT IIIA/CAT IIIB Operations.

2.1.2 The following equipment shall be serviceable to the required standards to support CAT II/CAT IIIA/CAT IIIB Operations:

a. ILS localizer, Glide Path and ILS DME

b. Aerodrome Ground Lighting System

c. Instrumented RVR system (TDZ, MID & END)

d. Standby power supply for ILS and aerodrome ground lighting system

e. SMR (ASMGCS) for CAT IIIA/CAT IIIB operations and LVTO (for RVR below 400 m). The pilot shall ensure that he/she is suitably qualified and certified to carry out the required category of ILS approach

2.1.3 It will be the responsibility of the Pilot to decide the category of ILS approach he/she may wish to carry out under the given conditions.

2.2 Safeguarding Procedures (SP)

2.2.1 Safeguarding Procedures are the mandatory actions to prepare airport for CAT II/CAT IIIA/CAT IIIB operations (Low Visibility Procedures). They include inspection of aerodrome ground lighting, termination of all work in progress and removal of all equipment/material from localizer and glide path sensitive area and the manoeuvring area, restrictions on the movement of vehicles on the manoeuvring area and apron.

2.2.2 WSO/Tower Supervisor at Jaipur International Airport, Jaipur shall coordinate with all the concerned agencies for implementation of Low Visibility Procedures.

2.2.3 SP shall be implemented whenever ATC considers the introduction of Low Visibility Procedures is necessary based on criteria in para 3.

2.3 Low Visibility Procedures (LVP): Low Visibility Procedures are the procedures to ensure the safe operation of aircraft during periods of reduced visibility or low cloud base.

2.3.1 LVP shall only be implemented when Safeguarding Procedures (SP) have been completed and the airport is configured for low visibility operations

2.4 ATC Requirement

2.4.1 WSO (ATC) shall implement and cancel LVP when so required based on criteria in para 3 and inform all concerned.

2.4.1 When any equipment listed in Para 2.1.2 above becomes unserviceable during periods of LVP, the concerned ATC unit shall advise the aircraft and accordingly CAT II/CAT IIIA/CAT IIIB operations shall be suspended and information to this effect shall be included in ATIS broadcast.

2.4.2 When Safeguarding Procedure (SP) is implemented SMC shall select the appropriate aerodrome ground lighting CAT II /CAT IIIA/CAT IIIB facilities. These facilities shall remain selected until SP and LVP are cancelled.

2.5 ILS Critical Areas and Sensitive Areas

2.5.1 The ILS critical and sensitive areas have been shown in the chart at Annexure-2.

Note: Signage indicating the limits of localizer and glide path sensitive areas is provided.

2.5.2 Chart indicating the critical and sensitive area of ILS is also available with apron control, control tower and WSO.

2.6 Reporting RVR

2.6.1 There are three RVR transmissometer located at Touch-down Zone (TDZ), Mid-point (MID) and End Point Zone (END). The reference RVR value for the implementation and cancellation of LVP shall be the lower of the TDZ, MID RVR & END RVR

2.6.2 When reporting RVR to pilots the TDZ RVR shall always be intimated for the concerned Landing RWY.

2.6.3 In addition to Para 2.6.2

a. For CAT II Operations - If TDZ RVR is below 550 m then MID RVR shall also be intimated.

b. For CAT IIIA Operations - If TDZ RVR is below 300 m, MID and END RVR reading shall also be intimated. TDZ, MID and END RVR shall be available.

c. For CAT IIIB Operations - If TDZ RVR is below 175 m, MID and END RVR shall also be intimated. TDZ, MID and END RVR shall be available.

1. IMPLEMENTATION OF SAFEGUARDING PROCEDURES (SP) AND LOW VISIBILITY PROCEDRUES (LVP)

3.1. Criteria for Implementing Safeguarding Procedures (SP)

3.1.1. Safeguarding Procedures shall be initiated when:

a. The RVR is less than 1200 m or visibility is forecast to deteriorate to 800 m or less; and/or

The cloud ceiling is 400 ft and forecast to fall to 200 ft or less.

h. Electrical Engineering Supervisor

3.4.2 WSO will also ensure that “LOW VISIBILITY PROCEDURES IN FORCE” is included in ATIS Broadcast.

3.4.3 Aerodrome Tower Controller on being notified that LVP are to commence, will inform

a. Fire station; and

b. Include “Low Visibility Procedures in Force” in ATIS broadcast.

3.5 Cancellation of Safeguarding Procedures (SP) & Low Visibility Procedures (LVP)

3.5.1 WSO may terminate LVP when -

a. Meteorological conditions improve and TDZ, MID & END RVR are 800 m or more and/or the cloud ceiling is 200 ft or higher, and trend is for improvement for both runways.

b. Facilities, equipment and services necessary for CAT II/CAT IIIA/CAT IIIB operations are degraded and/or the prevailing conditions are considered unsafe for such operations.

3.5.2 WSO should consult Meteorological Office for forecast before cancelling SP and LVP.

3.5.3 On cancelling LVP, Aerodrome Control shall include it in the subsequent two ATIS broadcasts that “LOW VISIBILITY PROCEDURES ARE CANCELLED”. Aerodrome Tower Controller will inform all the concerned agencies as specified at Para 3.4.1.

3.5.4 If SP are implemented and LVP are not subsequently initiated and meteorological conditions improve and the visibility/RVR is more than 1200 m and/or the cloud ceiling is 400 ft or higher and both are forecast to remain above the required SP criteria, WSO may cancel SP.

4. LOW VISIBILITY PROCEDURE OPERATIONS

4.1. Approach Control Procedures

4.1.1. During LVP the approach controller and Tower controller shall have the following information:

a. Status of ILS;

b. Serviceability of visual aids;

c. RVR information

Note: Any degradation in any of the above facilities shall be immediately

intimated to the arriving and departing aircraft by Approach/Tower

controller.

4.1.2. In addition to the information normally transmitted by Approach control, following information shall be intimated to the arriving aircraft on first contact or as soon as possible thereafter- The current TDZ RVR, and

a. For CAT II operations - If TDZ RVR is below 550 m then MID RVR shall also be intimated. TDZ & MID RVR shall be available.

b. For CAT IIIA operation - If TDZ RVR is below 300 m, then MID & END RVR readings shall also be intimated. TDZ, MID and END RVR shall be available.

c. For CAT IIIB operations - If TDZ RVR is below 175 m, then MID and END RVR shall also be intimated. TDZ, MID and END RVR shall be available.

d. The un-serviceability of any component parts of CAT II/CAT IIIA/IIIB facilities not previously broadcast on ATIS.

4.1.3. During CAT II/CAT IIIA and CAT IIIB operations, Approach Control/Tower shall ensure that subsequent arrival is cleared for CAT II or CAT IIIA or CAT IIIB ILS approach only after preceding arriving aircraft has landed and vacated the runway or has carried out missed approach. This is to ensure that the Critical and Sensitive area of ILS are not infringed and back track requirements are met.

Note: The departing aircraft must commence take-off run before the arriving aircraft has crossed the FAP. This is to ensure that the departing aircraft is clear of the ILS Sensitive and Critical Areas

4.2 Aerodrome Control Procedures

4.2.1 Arriving aircraft shall be issued landing clearance before it crosses the FAP.

4.2.2 Arriving aircraft should be given unimpeded taxi route to allow it to clear the localizer sensitive area expeditiously.

4.2.3 Landing clearance shall not be issued until:

a. Preceding landing aircraft has vacated the runway and is clear of the localizer sensitive area (LSA), or preceding landing aircraft, carrying out missed approach, has passed over the localizer antenna.

b. Preceding departing aircraft is airborne and has passed over the localizer antenna.

4.2.4 The ILS Critical & Sensitive Area in front of an arriving aircraft shall not be infringed from the time the arriving aircraft crosses the Final Approach Point (FAP) until it has completed its landing roll.

4.2.5 The Low Visibility Taxi Routes are intended to assist the pilots in determining their location on the airport during the periods of low visibility.

4.2.6 Aerodrome Control shall initiate immediate emergency action if an aircraft is not seen or not in radio contact as expected.

4.3 Surface movement Control Procedures

4.3.1 Pilots need additional guidance and information when taxiing during periods of reduced visibility. The view from the cockpit of the aircraft is very limited. Therefore, taxi instructions and essential traffic information should be passed in a clear and concise manner.

4.3.2 Taxiing aircraft should be routed in accordance with the prescribed Low Visibility Routes to ensure a simple one-way traffic flow is maintained, unless otherwise necessitated due operational requirements.

4.3.3 Surface Movement Control/Tower Supervisor shall monitor the status of taxiway lights and immediately advise the aircraft under its control of any unserviceability affecting the LVP taxiways.

4.3.4 Surface Movement Control/Tower Supervisor should monitor the progress of arriving aircraft as they vacate the runway after landing and ensure that they do not stop within the limits of ILS (LOC & GP) Critical & Sensitive Area, thereby degrading ILS integrity for subsequent landing aircraft.

4.3.5 Pilots shall report RWY vacated when aircraft is clear of the ILS sensitive area. Runway vacation boards have been provided at a distance of 90 m from runway centreline on TWY R, S, T, and U.

4.3.6 When RVR is less than 800 m vehicle movement should be restricted. Only operationally essential vehicle duly authorized by Surface Movement Control/Tower Supervisor should be permitted to operate. These vehicles shall remain outside the ILS (LOC & GP) Critical & Sensitive Area. Any movement of vehicle on the manoeuvring area shall be coordinated with ATC.

4.4 Low Visibility Procedure Taxi Route

4.4.1 When LVP is in force, aircraft shall be routed in accordance with the pre-designated taxi routes, unless otherwise necessitated due operational requirements.

4.4.2 During CAT II or CAT IIIA or CAT IIIB ILS visibility conditions i.e. when RVR reduced to less than 550 m, ‘Follow me’ service will be provided to arriving/departing aircraft ‘on request’.

Note: Follow me service shall be provided by trained personnel who is fully familiar with the taxi routes, intersections and other manoeuvring area/apron/bays

4.4.3 The following taxi routes shall be used for arrivals:

a. After landing on RWY 27 vacate via TWY T or TWY U and then taxi to parking stands 9 to 16 via TWY T, M or TWY U, T, M as applicable.

Note: Airline operators will be responsible for ensuring that the parking stand area is clear of all equipment when aircraft is taxiing in for parking (airlines may consider engaging wing walkers for the same.

b. Taxi routing for departures - Taxi to CAT II/IIIA/IIIB holding position RWY 27 via TWY M, S or R from stand No. 9 to 16.

Note 1: The airline operators will ensure that push-back area is clear of all equipment before push back is commenced.

Note 2: No departure shall be instructed to enter runway once arriving aircraft has left ‘JJP’ VOR for approach or initial approach fix for arc approach.

5. DESCRIPTION OF EQUIPMENT

5.1. Runway Visual Range (RVR)

5.1.1. There are three transmissometer recording RVR values for RWY 27 one unit is located at the touch down zone (TDZ) and others unit at runway mid-point (MID) and end-point (END). RVR values always refer to as Touchdown RVR (TDZ) and Mid-point RVR (MID) and end-point (END).

5.1.2. RVR is reported in the following scales:

a. In the increments 25 m when less than 400 m.

b. In the increments 50 m when RVR greater than 400 m but less than 800 m.

c. In the increments 100 m when greater than 800 m.

d. The maximum reportable value of RVR is 2000 m. When RVR is above 1500 m, it is reported as 2000 m.

5.1.3. RVR serviceability for CAT II/CAT IIIA/CAT IIIB operations:

a. For CAT II operations TDZ and MID RVR shall be available.

b. For CAT IIIA/IIIB operations TDZ, MID and END RVR shall be available.

5.2. Aerodrome Ground Lighting System

5.2.1. The Precision Approach lighting system for CAT II/CAT IIIA/CAT IIIB operations are installed on RWY 27 at Jaipur International Airport, Jaipur.

5.2.2. During CAT II/CAT IIIA/CAT IIIB operations, the generator will take over as primary power source and the mains supply becomes the backup power source.

5.2.3. STOP BAR: Stop bars have been provided on the following TWY: R (Holding Position RWY 27), S, T and U.

5.2.4. Taxiways R, S, M, T & U have been provided with CAT IIIA/CAT IIIB standard taxiway lighting system.

5.2.5. Parking stands from 9 to 16 have been provided CAT IIIA/CAT IIIB standard centreline lighting system.

5.2.6. When LVP is in force the Aerodrome Ground Lighting must comply with the following minimum serviceability requirement.

Aerodrome Ground Lighting Facility	CAT II/CATIIIA/CATIIIB Unserviceability	Restrictions
Approach Lights	The inner 450 meters - more than 5 % of all lights	Suspend CAT II/CAT IIIA/CAT IIIB operations
	Beyond 450 meters more than 15% of all lights
Runway Edge lights	More than 5% of all Lights	Suspend CAT II/CAT IIIA/CAT IIIB operations.
	Two adjacent lamps
Runway centre line lights	More than 5% of all Lights	Suspend CAT II/CAT IIIA/CAT IIIB operations.
	Two adjacent lamps
Touchdown Zone lights	More than 10% of all Lights	Suspend CAT II/CAT IIIA/CAT IIIB operations.
	Two lamp in Barrette
Threshold lights	More than 5% of all Lights	Suspend CAT II/CAT IIIA/CAT IIIB operations.
	Two adjacent lamps
Runway End lights	More than 25% of all Lights	Suspend CAT II/CAT IIIA/CAT IIIB operations.
	Two adjacent lamps
Taxiway centre line lights	Not applicable to CATII operation	Close affected taxiways, use alternate taxi route.
	Two adjacent lamps
Standby Generators	Generators in any one substation.	Suspend CATII/CATIIIA/CATIIIB operations in the affected runway.

Note: An unserviceability of any of the following facilities does not affect the CATII/CAT IIIA/CAT IIIB operations:

a. PAPI

b. Taxiway edge lights on curves

5.3. Inspections of Aerodrome Ground Lighting System

5.3.1. One of the LVP criteria is that the appropriate aerodrome ground lights must have been inspected during the hour preceding implementation of LVP, and thereafter every subsequent two-hour period. The lighting inspections should be accorded high priority and for this purpose aircraft operations may have to be delayed if necessary.

5.3.2. In-charge CCR is responsible for organising lighting inspections when WSO/Tower Supervisor/Tower Duty Officer informs that Safeguarding Procedures are to be implemented. He shall arrange an inspection of the relevant aerodrome ground lighting system. To ensure minimum delay in completing the inspection, separate teams may inspect the landing runway, associated taxiways and apron area.

5.3.3. For SP and LVP only the lighting for the active runway and associated taxiways are inspected.

5.4. Non-Visual Ground Surveillance System:

5.4.1. Jaipur International Airport, Jaipur is equipped with Advanced Surface Movement Guidance Control System. The system provides non-visual electronics surveillance of manoeuvring area and facilitates the controllers to identify potential ground conflict and runway incursions.

5.4.2. For CAT IIIA/CAT IIIB Operations, availability of Non-Visual Surveillance System such as Advanced Surface Movement Guidance Control System is mandatory.

5.5. Navigational Aids

5.5.1. RWY 27 has been equipped with Instrument Landing System (ILS) for CAT II/CAT IIIA/CAT IIIB.

5.5.2. The ILS Category Monitor Panel at the Control Tower console indicates the ILS category availability by monitoring the following equipment:

a. Main and standby localizer transmitters

b. Main and standby glide path transmitters

5.5.3. The status of the ILS DME is monitored and displayed by a separate nav-aid status indicator panel.

5.5.4. ILS equipment serviceability required for CAT II/CAT IIIA/CAT IIIB operations: -

a. Both main and standby localizer transmitters;

b. Both main and standby glide path transmitters;

c. Stand by power supply for each unit.

d. ILS DME

5.6. Airport Rescue and Fire Fighting Services (ARFF)

5.6.1. The ARFF shall be on Weather Standby Position whenever LVP are in force. Following predetermined positions will be taken by ARFF vehicles when LVP are in force:

a. On old glide path approach road.

b. In front of Fire station near the approach road to runway

5.6.2. In the event of an incident when LVP are in force, Aerodrome Control and SMC should provide the maximum assistance in directing ARFF to required location

6. SUMMARY OF THE LOW VISIBILITY PROCEDURES

6.1. Subject to completion of safe guarding procedures, LVP comes into operation when:

6.1.1. Either TDZ and/or MID RVR is below 800 m; and/or

6.1.2. Cloud ceiling below 200 ft

6.2. Vehicular movement

6.2.1. Vehicles shall not be cleared to enter/cross the runway once an inbound aircraft has crossed the Final Approach Point (FAP).

6.2.2. Vehicular movement on the movement area shall be restricted to essential vehicles only.

6.2.3. Vehicles shall not be held at any point closer to the runway than the CAT II/CATIIIA/CAT IIIB holding position/stop bars.

6.3. Aircraft movement

6.3.1. Aircraft shall not be held at any point closer to the runway than the CAT II/CAT IIIA/CAT IIIB holding position/stop-bars.

6.3.2. Aircraft shall be permitted to enter the runway via TWY R/S only.

6.3.3. Aircraft shall be permitted to exit the runway via TWY U/T only.

6.4. ATC Procedures

6.4.1. Departing aircraft must cross the LOC antenna before the arriving aircraft has crossed the Final Approach Point (FAP).

The aim will be to give landing clearance.to the arriving aircraft before it crosses the Final Approach Point (FAP).

6.4.3. Protection of localizer/glide path and critical and sensitive area must be ensured.

6.4.4. The ILS Critical & Sensitive Area in front of a departing aircraft shall not be infringed from the time take-off clearance is issued until the aircraft has departed and passed over the localizer aerial.

6.4.5. During CAT II/CAT IIIA and CAT IIIB operations, Approach Control/Tower shall ensure that subsequent arrival is cleared for CAT II or CAT IIIA or CAT IIIB ILS approach only after preceding arriving aircraft has landed and vacated the runway or has carried out missed approach. This is to ensure that the Critical and Sensitive area of ILS are not infringed and back track requirements are met.

7. ACTIONS TO BE TAKEN BY VARIOUS AGENCIES

7.1 Before commencement of winter season, a meeting will be held by Airport Director, Jaipur International Airport, Jaipur in the month of November every year to inform all airlines and agencies operating at airport about their roles/responsibilities and create awareness to ensure cooperation for safe airport operations during periods of low visibility.

7.1.1 All the agencies shall ensure that staff and drivers are suitably trained during CAT II/CAT IIIA/CAT IIIB operations.

7.1.2 A refresher program for ATCO’s and personnel responsible for airside operations shall be conducted in October/November every year.

7.2 Action by Watch Supervisory Officer (WSO)/Tower Supervisor, AAI

7.2.1 Implementing Safeguarding Procedures

7.2.1.1 When RVR is less than 1200 m and visibility is forecast to deteriorate to 800 m or less and/or the cloud ceiling is 400 ft and is forecast to fall to 200 ft or less, WSO/Tower Supervisor will inform the SSO/Duty Officer (Equipment Room) for implementing the Safeguarding Procedures:

7.2.2 Implementing LVP

7.2.2.1 WSO/Tower Supervisor shall implement Low Visibility Procedure when either:

a. TDZ RVR, MID RVR OR END RVR is less than 800 m; and/or

b. Cloud ceiling is less than 200 ft.

7.2.2.2 For the purpose of commencing Low Visibility Procedure, WSO/Tower Supervisor shall inform:

a. SSO/Duty Officer (Equipment Room)

b. Duty Met. Officer

c. Senior Manager/Manager/Astt. Manager (Electrical) in shift on telephone.

d. Senior Manager/Manager/Astt. Manager (Civil) (during day time only) - to stop all civil works in progress in movement area. During CAT II/CAT IIIA/CAT IIIB Operations, no equipment, manpower or material shall be present in sensitive areas of localizer, glide path and OFZ.

e. CISF Control Room for access control of unauthorized persons/vehicles.

7.2.2.3 AOCC/Apron Control/Terminal Manager to inform all airlines, oil companies, custom, immigration catering agencies, health and ground handling agencies at Jaipur Airport.

7.2.3 WSO/Tower Supervisor would declare LVP effective after confirmation from concerned wings, all actions have been completed.

7.2.4 WSO/Tower Supervisor shall also ensure that “LOW VISIBILITY PROCEDURES IN FORCE” is included in ATIS broadcast.

7.2.4.1 WSO/Tower Supervisor may terminate LVP in consultation with Duty Met. Officer when:

a. Prevailing meteorological conditions improve and both the TDZ RVR and MID RVR are 800 m or more; and

b. Cloud ceiling is 200 ft or higher, and trend is for improvement.

c. Facilities, equipment and services necessary for CAT II/CAT IIIA/CAT IIIB operations are degraded and/or the prevailing conditions are considered unsafe for such operations.

7.2.5 WSO/Tower Supervisor will intimate SSO/Duty Officer (Equipment Room) regarding the termination of LVP operation.

8 Action by Tower Controller and Approach Controller:

8.1 On being notified by WSO/Tower Supervisor that ILS CAT II/CAT IIIA/CAT IIIB Low Visibility Procedures are to commence, the Aerodrome Tower Controller will:

8.1.1 Inform Aerodrome Rescue & Fire Fighting Services for Weather Standby Position

8.1.2 Check ILS status

8.1.3 Check Aerodrome Ground Lighting is correctly selected and operating properly

8.1.4 Check transmissometer display

8.1.5 Check status of ASMGCS.

8.2 After the commencement of ILS CAT II/CAT IIIA/CAT IIIB operations, the Aerodrome Tower Controller will: -

8.2.1 Ensure that message “ILS CAT II/CAT IIIA/CAT IIIB Low Visibility Procedures in Operation” is included in the ATIS Broadcast.

8.2.2 Inform the arriving aircraft “ILS CAT II/CAT IIIA/CAT IIIB Low Visibility Procedures in operation”.

8.2.3 Inform RVR at touch-down to arriving aircraft. In addition, if TDZ RVR is below 600 m, then MID RVR shall also be intimated.

Note: After an aircraft is 8 NM from Touch Down or has passed outer- marker RVR observations need not be passed unless there is a change in RVR values.

8.2.4 Provide adequate spacing between the successive arriving aircraft so that landing clearance may be issued to the preceding aircraft before it crosses the Final Approach Point (FAP). Consideration should also be given for a departing aircraft using full length of runway for take-off. Special precaution may be exercised when departing aircraft enters the runway via TWY S and R.

8.2.5 Consideration should be given for the time taken by the previous landing aircraft to clear the critical area of the localizer. Give an unimpeded taxi route to arriving aircraft to allow it to clear the localizer sensitive area expeditiously.

8.2.6 Inform pilots/approach controller of failures of ILS, lighting system, transmissiometer relevant to ILS CAT II/CAT IIIA/CAT IIIB Low Visibility Operations.

8.2.7 Initiate emergency action if aircraft on CAT II/CAT IIIA/CAT IIIB ILS is not seen or is not in radio contact as expected.

8.2.8 Record of the above actions with time be maintained and signed by the officer taking action.

a. During the period the Low Visibility Procedures are effective:

b. Monitor surface movement of aircraft and essential vehicles on the manoeuvring area.

c. Inform all taxiing aircraft of the preceding taxiing or holding aircraft.

9 Action by SSO/Duty Officer (Equipment Room)

9.1 On receipt of ‘Forecast for LVPs’ from the WSO/Tower Supervisor, SSO/Duty Officer (Equipment Room) will:

9.1.1 Check the status of:

9.1.1.1 Main and standby ILS system (LOC/Glide Path/ILS-DME); and

9.1.1.2 Indicators in the ATC units.

9.1.1.3 ASMGCS

9.1.2 Inform WSO/Tower Supervisor of any unserviceability in the equipment which is likely to affect ILS CAT II/CAT IIIA/CAT IIIB operation.

9.2 On receipt of ‘Advisory Message’ from WSO/Tower Supervisor that LVPs are to be made effective:

9.2.1 SSO/Duty Officer (Equipment Room) will continuously monitor the performance of ILS system and intimate WSO/Tower Supervisor of any unserviceability which may affect ILS CAT II/CAT IIIA/CAT IIIB operations.

10 Apron Control AOCC Supervisor

10.1 After initiation of Safeguarding Procedures Apron Control/AOCC Supervisor in Security jeep shall ensure that no unauthorised vehicle/person enters or is present in the sensitive/critical areas of localizer and glide path.

10.2 All civil/electrical works-in-progress to be stopped immediately and men/material/equipment to be removed from the sensitive/critical areas of localizer, glide path and OFZ.

10.3 After ensuring above, will confirm the same to the WSO/Tower Supervisor.

10.4 Security jeep shall remain available near the ILS (LOC & GP) Critical and Sensitive Areas barrier near IOCL & near SMR Tower and will maintain R/T listening watch on Walkie-Talkie.

10.5 Ensure that no workers/vehicles (including grass cutting contractor, garbage removal contractor, electrical/civil contractor, etc.) shall enter the operational area during the operations of ILS CAT II/CAT IIIA/CAT IIIB Low Visibility Operations are in progress.

11 Action by Senior Manager (Electrical)/Manager (Electrical)/Astt. Manager (Electrical):

On receipt of advice to implement Low Visibility Procedures from WSO/Tower Supervisor, Electrical Section will:

11.1 Check in following aerodrome ground lighting associated with RWY 27 is serviceable and can be operated at full intensity.

11.1.1 Approach lighting system.

11.1.2 Runway Edge lights

11.1.3 Runway threshold and end lights

11.1.4 Runway centreline lights

11.1.5 Runway touch-down zone lights

11.1.6 Stop Bar lights

11.1.7 Taxiway edge lights

11.1.8 Taxiway centreline (shall be made available).

11.1.9 Taxi holding position lights

11.1.10 Runway clearance light

Note: No adjustment of light intensities shall be made without permission from Control Tower.

11.2 Inform the serviceability of above visual lighting aids to WSO/Tower Supervisor.

11.3 Ensure that generator takes over as primary power source and the mains supply becomes the backup power source.

11.4 Ensure that Constant Current Regulator (CCR) is manned and position himself at New Power House for standby power supply requirements and shall remain available on telephone or maintain a listening watch on Walkie-Talkie.

11.5 Coordinate for regular inspection of aerodrome ground lighting and inform the unserviceability or any change in status of any facility/systems to WSO/Tower Supervisor/TWR immediately.

12 Action by Terminal Manager

12.1 The Terminal Manager will:

12.1.1 Ensure that all entry/exit are restricted through Gate No.2 only.

12.1.2 All other gates i.e. gate no. 3, 4 and IOCL gate shall remain closed during LVP in operation).

12.1.3 Duty Terminal Manager (DTM) shall coordinate with CISF to stop vehicular movement on the perimeter road around Runway 27 approach and Gate No.2, except AAI operational vehicles fitted with R/T and Transponders and operating with prior clearance from ATC.

13 Action by Main Fire Station

13.1 Ensure that AFSS are on Weather Standby Position at following pre-determined position (PDP) whenever LVP is in force.

13.1.1 On old glide path approach road.

13.1.2 In front of Fire station near the approach road to runway

14 Action by CISF Inspector-In-Charge/CISF Control Room

14.1 The Inspector-in-Charge, on receipt of advice to implement Low Visibility Procedures, will immediately inform all access gates and CISF posts under their respective controls in operational area to restrict essential vehicles to use service road towards RWY 27 side only, till such time the termination of ILS CAT II Low Visibility Procedures.

14.2 For carrying out Security Checks, Inspector In-Charge of CISF Control Room would be escorted by ‘Follow-Me Jeep’ for which they would liaise with WSO/Tower Supervisor.

14.3 The inspector in charge shall ensure that movement of security personnel is restricted only through Gate No.2 only.

15 Action by Duty Officer-Meteorology

15.1 Duty Met. Officer would issue a ‘Forecast for Low Visibility Procedures’ to the Watch Supervisory Officer WSO/Tower Supervisor whenever he expects that the RVR RWY 27 and/or cloud ceiling will fall below 800 m and/or 200 ft or less respectively.

15.2 Whenever the Duty Met. Officer anticipates that RVR RWY 27 is likely to fall below 800M and/or cloud ceiling to 200 ft or less within next 2 hours, he will issue an ‘Advisory Message’ to WSO/Tower Supervisor to this effect.

15.3 Whenever the RVR and/or cloud ceiling are 800M and/or 200 ft respectively and the trend is towards improvement in these elements of weather conditions, the Duty Met Officer may, when requested by WSO/Tower Supervisor, advise him about such improving weather conditions for the purpose of termination of LVP operation.

15.4 The Duty Met. Officer would ensure that the RVR displays in ATC units in the Control Tower and Approach Control are serviceable. He would also ensure that RVR/visibility recorders of Touch-down zone (TDZ), Mid-Point (MID) and END RVR positions are serviceable.

NOTE: Due to high variability of meteorological elements in space and time and the limitations of forecasting techniques available, it may not be always possible to issue a precise forecast of RVR particularly in case of transient phenomenon within two hours.

16 Action by Other Agencies (Airlines, Refuelling Companies, Catering Agencies, Customs, Immigration, Health etc.)

16.1 All agencies operating in the operational area shall ensure that only those vehicles that are absolutely essential for aircraft operations operate in the operational area. The drivers of these vehicles should keep a look out for taxiing aircraft and other vehicles to prevent accidents.

16.2 All the vehicles must have their VELO/obstruction lights “ON” during Low Visibility Procedures operations.

16.3 Follow all instructions/sign boards provided for vehicular movement area/service roads.

16.4 No vehicle/equipment/personnel shall enter in and around the vicinity of the runways or taxi-tracks except with prior permission of Tower Supervisor.

17 Termination of Low Visibility Procedures

17.1 When metrological conditions have improved and both the TDZ and MID/RVR are 800M or more, cloud ceiling is 200 ft or higher and trend is for improvement, WSO/Tower Supervisor would terminate operations of LVPs. He may obtain advice from Duty Met. Officer regarding improvement in weather conditions for the purpose of termination of LVP operations.

17.2 The WSO/Tower Supervisor will intimate SSO/Duty Officer (Equipment Room) regarding the termination of LVP operations.

17.3 Aerodrome Tower Controller will in turn to inform all concerned/all the previously notified personnel to resume normal operations.

18 Procedures for Protection of Critical Area and Sensitive Area of ILS during Low Visibility Operations at Jaipur International Airport

18.1 The occurrence of interference to ILS signals is dependent on the total environment around the ILS antennas, and the antenna characteristics. Any large reflecting objects, including vehicles or fixed objects such as structures within the radiated signal coverage, will potentially cause multipath interference to the ILS course and path structure. The location and size of the reflecting fixed objects and structures in conjunction with the directional qualities of the antennas will determine the static course or path structure quality whether Category I, II or III. Movable objects can degrade this structure to the extent that it becomes unacceptable. The areas within which this degradable interference is possible need to be defined and recognized. For the purposes of developing protective zoning criteria, these areas can be divided into two types, i.e. critical areas and sensitive areas:

a. The ILS critical area is an area of defined dimensions about the localizer and glide path antennas where vehicles, including aircraft, are excluded during all ILS operations. The critical area is protected because the presence of vehicles and/or aircraft inside its boundaries will cause unacceptable disturbance to the ILS signal-in-space.

b. The ILS sensitive area is an area extending beyond the critical area where the parking and/or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. The sensitive area is protected against interference caused by large moving objects outside the critical area but still normally within the airfield boundary.

18.2 The purpose of these procedures is to issue guidelines to ATCOs and officials of other agencies working at Jaipur Airport so as to ensure that the critical and sensitive areas of ILS are protected during low visibility operations as per the guidelines given below:

18.3 Protection of ILS Critical & Sensitive Areas:

18.3.1 ATCOs shall comply with the following guidelines for protection of Localizer Critical/Sensitive area during CAT II/IIIA/IIIB Operations:

18.3.1.1 Approach Control/Aerodrome Control Tower shall ensure that a succeeding arriving aircraft is cleared for CAT II or CAT IIIA or CAT IIIB ILS approach only after the:

a. Preceding arriving aircraft has landed and vacated the runway and is clear of localizer critical and sensitive Area or has carried out the missed approach procedure and has passed over localizer antenna.

b. Preceding departing aircraft is airborne and has passed over the localizer

antenna.

18.3.1.2 Arriving aircraft should be given un-impeded taxi route to allow it to clear

the localizer and Glide Path Critical and Sensitive area expeditiously.

18.3.1.3 The Localizer and Glide Path Critical and Sensitive area in front of an arriving aircraft shall not be infringed from the time the arriving aircraft crosses the Final Approach Point until it has completed its landing roll.

18.3.1.4 The ATCO’s shall activate the ILS Critical and Sensitive area map saved in the

ASMGCS.

18.3.2 After initiation of Safeguarding Procedures all civil/electrical works in progress shall be stopped immediately and men/material/equipment shall be removed from the sensitive/critical areas of localizer, glide path and OFZ.

18.3.3 After initiation of Safeguarding Procedures Apron Control/AOCC Supervisor

shall ensure that no unauthorized vehicle/person/material/equipment

enters or is present in the sensitive/critical areas of localizer and glide path.

II. RADIO COMMUNICATION FAILURE PROCEDURES

1. INTRODUCTION:

The Radio Communication Failure procedures established herein are based on the provisions of ICAO PANS ATM DOC 4444. The objective is to standardize the actions to be taken by the pilot of arriving and departing aircraft experiencing radio communication failure at Jaipur airport, when ADS-B as surveillance tool is used in the provision of approach control in such airspace.

During the periods of non-availability of ATS surveillance system in part or whole of the concerned airspace in Jaipur, the provisions of ICAO PANS ATM DOC 4444 shall be followed.

2. SCOPE:

The procedures in this document shall be applicable to the arriving and departing aircraft having ADS-B capability and experiencing radio communication failure at Jaipur airport when ATS surveillance system is used in the provision of air traffic control in such airspace.

3. GENERAL:

i. All Transponder equipped aircraft experiencing Radio Communication Failure shall set transponder to Mode A/C code 7600

as soon as practicable. (Note: This Requirement of Setting transponder to Mode A/C code 7600 in no way imposes any

restriction on the pilot’s decision to set transponder to Mode A/C code 7500 or 7700, whenever required).

ii. An aircraft equipped with ADS-B might indicate the loss of air-ground communication by all of the available means.

iii. Immediately after detection of RCF, the pilot shall try to communicate to the concerned ATS unit through the frequencies

of adjacent units/stations, or 121.5 MHz or by relay through other aircraft.

iv. Aircraft shall avoid all Restricted Areas.

v. Pilot shall make blind transmission to ATC of all necessary reports and actions taken by the aircraft, e.g. descent, turn,

proceeding to waypoint etc., irrespective of whether partial/ complete RCF has been established or not.

4. ASSIGNED RUNWAY AND ITS AVAILABILITY FOR RCF AIRCRAFT:

i. In case of an arriving aircraft experiencing RCF, when Runway for landing has already been advised to the aircraft by ATC,

in such case runway shall be considered as the assigned runway. If an arriving aircraft has not been advised of any runway,

Runway 27 shall be considered as assigned runway for such arrival.

ii. In case of departures from Jaipur returning due to RCF, the runway in use shall be considered as assigned runway for

landing. (Example- Runway in use 27 and if aircraft departed from Runway 09 then assigned runway will be Runway 27 for

her)

iii. Runway lights and Approach lights in ‘SWITCHED ON’ position shall indicate the availability of such Runway for

aircraft experiencing RCF.

iv. Irrespective of visibility/weather conditions, Runway and Approach lights in ‘SWITCHED OFF’ position shall indicate

non-availability of such Runway for aircraft experiencing RCF.

v. In 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 the published ILS/VOR approach procedure for the runway which is in

opposite direction to the assigned Runway, e.g. Runway 09 in case of assigned Runway 27.

5. PROCEDURE FOR ARRIVALS:

i. General

a) Except when descent clearance has already been received from ATC and acknowledged, pilot shall not commence descent

before 80 NM from JJP VOR or until three minutes after transmit the RCF contingency through ADS-B avionics.

b) If RCF takes place prior to interception of final approach track/ Localizer, Aircraft shall maintain the last assigned altitude

or 3800 FT whichever is higher and proceed to JJP VOR via shortest route to join the holding procedure and follow

approach procedure for assigned Runway.

c) In case radio communication failure takes place after establishing ILS/ final approach track, aircraft may continue the

approach and land if visual, or go around and carry out the missed approach procedure and join the JJP VOR hold at 3800

FT and follow approach procedure for assigned Runway.

ii. Arriving Aircraft - STAR Assigned

When STAR has been assigned to an arrival experiencing radio communication failure, it shall:

a) Continue on the assigned STAR following all level and speed restrictions applicable to STAR, as far as practicable.

b) Commence descent as in Para 5.I.A. above.

c) Arrivals at waypoint JP502 for Runway27 & JP402 for Runway 09 will adjust their headings to intercept Localizer/Final

approach track for concerned Runway.

iii. Arriving Aircraft - STAR Not Assigned

When STAR has not been assigned to an arrival experiencing radio communication failure, it shall:

a) Continue on ATS route, (re-join ATS route if given heading or flying offset)

b) Commence descent as in Para 5.I.A. above. Descend to FL110 and proceed to JJP VOR.

c) Commence descend to 3800 FT in JJP VOR hold at, or as close as possible to, expected approach time last received and

acknowledge; or if no expected approach time has been received and acknowledged, at, or as close as possible to the

estimated time of arrival. Leave JJP VOR and carry out the published ILS/VOR approach procedure for the assigned

runway.

d) Land, if possible, within the 30 minutes after the ETA or last acknowledge EAT whichever is later.

iv. Arriving Aircraft Being Radar Vectored

An aircraft which is radar vectored, on experiencing radio communication failure, shall:

a) Maintain the last assigned speed, level and heading for 3 minutes after transmitting the RCF contingency through ADS-B

avionics.

b) Then proceed direct to JJP VOR descending to FL110 or last assigned level/altitude.

c) Commence descend to 3800 FT in JJP hold at, or as close as possible to, expected approach time last received and

acknowledge; or if no expected approach time has been received and acknowledged, at, or as close as possible to the

estimated time of arrival. Leave JJP VOR and carry out the published ILS/VOR approach procedure for the assigned

runway.

d) Land, if possible, within the 30 minutes after the ETA or last acknowledge EAT whichever is later.

6. Procedure for departures:

i. Departure Intending to Continue to Destination

A departing aircraft experiencing radio communication failure and intending to continue to its filed plan destination shall:

a) Continue on the assigned SID or heading, climbing to/ maintaining cleared and acknowledged level or FL90, whichever is

higher.

b) Three minutes after transmitting the RCF contingency through ADS-B avionics or reaching FL90 by 25DME or cleared

Flight level (if higher than FL90) 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-1 SID 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/FL90 whichever is higher till 25DME. After joining ATS route,

climb to filed Flight level and continue as per the filed flight plan

ii. Departure Intending to Land Back at Jaipur:

A departing aircraft, experiencing radio communication failure and intending to land back under VMC at Jaipur Airport in accordance with provisions of DGCA CAR Series C part I, shall:

a) Continue on assigned SID or radar heading and transmit the RCF contingency through ADS-B avionics.

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 FL110	Maintain/Climb to FL110
Above FL110, but below FL250	Maintain/ Climb to: The last cleared and acknowledged level or FL250/ FL240, (appropriate to the direction of the flight) whichever is lower

c) On reaching a suitable level according to Para 6.II.B. above, or three minutes after transmitting the RCF contingency

through ADS-B avionics, whichever is later, take a suitable turn to establish inbound the same ATS route and proceed to

JJP VOR. After establishing the inbound track, descend to FL110 and join JJP VOR hold.

d) Commence descend to 3800 FT in JJP VOR hold at, or as close as possible to, expected approach time last received and

acknowledge; or if no expected approach time has been received and acknowledged, at, or as close as possible to the

estimated time of arrival. Leave JJP VOR and carry out the published ILS/VOR approach procedure for the assigned

runway.

e) Land, if possible, within the 30 minutes after the ETA or last acknowledge EAT whichever is later.

III. ADS-B based ATS Surveillance services are provided to suitably equipped aircraft on opportunity basis within the coverage area of Jaipur ADS-B sensors in the jurisdiction of Jaipur Approach control.

ADS-B equipped aircraft flying within Jaipur Approach Control to comply with relevant provisions.

III. ADS-B based ATS Surveillance services are provided between 0200 to 1700 UTC to suitably equipped aircraft on opportunity basis within the coverage area of Jaipur ADS-B sensors in the jurisdiction of Jaipur Approach control. . SER may be available beyond such time subject to availabity of manpower .ADS-B equipped aircraft flying within Jaipur Approach Control to comply with relevant provisions.

VIJP

AD 2.23

ADDITIONAL INFORMATION

i. Mast 90FT high installed for UHF link antenna at outer marker equipment site. Ground Elevation (AMSL) 350.16M ~~coordinates 264951N 0755351E.~~

coordinates 264951N 0755351E.

ii. Inset lights installed at RWY 27 Dumbell 7500FT. Dumbell available as Turn Pad.

~~iii. ADS-B GND EQPT Commissioned and Operational.~~

iviii. Turn pad for intermediate departure RWY 27 is available, the details of this turn pad is as below:

(a) LCA: 710M from beginning RWY 27 or 1016M East of TWY R

(b) Surface: Bituminous

(d) LGT: Edge Light

(e) Marking: yellow color turning pad marking

(f) For departure from intermediate turn pad RWY 27 following distance are available:

TORA	TODA	ASDA
2697M	2697M	2697M

(g) Departure from this intermediate turn pad can be initiated by ATC as intermediate departure RWY 27 with concurrence

of pilot or request by pilot.

v. ASMGCS commissioned to enhance visual surveillance.

vi. Advanced Visual Dckg Guidance System (AVDGS) available from bay number 09 to 16.

vii. Extensive bird activity observed around Jaipur airport. Pilots to exerise caution while landgin and takeoff.

viii. Declared distances for departure from intermediate turn pad RWY 27 and other TWYs:

RWY	TAXIWAY	TORA(M)	TODA(M)	ASDA(M)
27	INTERMEDIATE TURN PAD	2697	2697	2697
27	R	1681	1681	1681
27	S	1186	1186	1186
09	U	3396	3396	3396
09	T	2916	2916	2916
09	S	2221	2221	2221
09	R	1726	1726	1726

VIJP

AD 2.24

CHARTS RELATED TO AN AERODROME

1.	Aerodrome Chart
2.	Aircraft Parking/Docking Chart
3.	Aerodrome Obstacle Chart Type A (Operating Limitations) RWY 09
4.	Aerodrome Obstacle Chart Type A (Operating Limitations) RWY 27
5.	Precision Approach Terrain Chart
6.	ILS (Z) RWY 27
7.	ILS(Y) RWY 27
8.	ILS CAT II/IIIA/IIIB (DME Required)
9.	VOR Procedure RWY 27 (DME Required)
10.	VOR Procedure RWY 09 (DME Required)
11.	ATC Surveillance Minimum Altitude Chart
12.	ILS CAT IIIB Critical & Sensitive Area RWY 27
13.	RNP Y Procedure RWY 09
14.	Coding Table - RNP Y Procedure RWY 09
15.	RNP Y Procedure RWY 27
16.	Coding Table - RNP Y Procedure RWY 27
17.	Standard Instrument Departure RWY 09-RNAV1 (GNSS)
18.	Standard Instrument Departure RWY 09-RNAV1 (GNSS)-Coding Table 1
19.	Standard Instrument Departure RWY 09-RNAV1 (GNSS)-Coding Table 2
20.	Standard Instrument Departure RWY 27-RNAV1 (GNSS)
21.	Standard Instrument Departure RWY 27-RNAV1 (GNSS)-Coding Table 1
22.	Standard Instrument Departure RWY 27-RNAV1 (GNSS)-Coding Table 2
23.	Standard Instrument Arrival RWY 09-RNAV1 (GNSS)
24.	Standard Instrument Arrival RWY 09-RNAV1 (GNSS)-Coding Table 1
25.	Standard Instrument Arrival RWY 09-RNAV1 (GNSS)-Coding Table 2
26.	Standard Instrument Arrival RWY 09-RNAV1 (GNSS)-Coding Table 3
27.	Standard Instrument Arrival RWY 27-RNAV1 (GNSS)
28.	Standard Instrument Arrival RWY 27-RNAV1 (GNSS)-Coding Table 1
29.	Standard Instrument Arrival RWY 27-RNAV1 (GNSS)-Coding Table 2
30.	Standard Instrument Arrival RWY 27-RNAV1 (GNSS)-Coding Table 3
31.	Standard Instrument Departure & Arrival RWY 09-27-RNAV1-Waypoints
32.	RNAV1 Holding Waypoints

VIJP

AD 2.25

VISUAL SEGMENT SURFACE (VSS) PENETRATION

Procedure	Procedure Minima	VSS Penetration
1	2	3

AD 2 AERODROMES

VIJP

VIJP

AD 2.2

LOC 27

iii) ATD

iv) ETAs

v) NOTAMs

vi) METARs

vii) ADC Numbers

b) Airport Operations Data Base (AODB) of Jaipur

i) Parking stand of Aircraft

ii) Registration marking

iii) Boarding status of departing aircraft

iv) Actual “Off Block” Times

v) Actual “In-Block” Times

c) A-CDM system database

i) Arrival and Departure Taxi timings from each parking stand

ii) Runway-in-Use and Closures

iii) Hourly handling capacity of runways

iv) Priority of flights e.g. VVIP and Emergencies etc.

v) Flight schedules

1.6 Implementation of ACDM will result in considerable benefits to stakeholders. The various benefits of A-CDM includes are as follows:

• Improvement in efficiency of operations

• Reduction of delays to departures at holding point.

• Orderly flow of traffic.

• Reduction in wastage of Aviation fuel.

• Reduction in Carbon Emission, reduction in Environmental Pollution.

• Optimization of airport and airspace capacity Reduction of R/T congestion

• Enhanced efficiency and reduced workload due to reduced R/T congestion.

• Improved Situational Awareness and increased confidence amongst ACDM Partners.

• Adherence to ADC (Air Defence Clearance) by stake holders.

• Better Passenger experience.

• Optimized use of ground handling resources

• Optimized use of parking stands, gates and terminals.

• Reduced apron and taxiway congestion

• Access to current MET information.

2. TWO KEY PARAMETERS OF A-CDM, JAIPUR: TOBT and TSAT.

2.1 TARGET OFF-BLOCK TIME (TOBT)

2.1.3 Communication of TOBT: Aircraft Operators shall revise their EOBTs via AFTN using CHG/ DLA message or inform ARO for revised EOBT, who in turn will originate CHG / DLA message for transmission through AFTN.

2.1.3.1 In case No delay is expected: If there is no revision of EOBT, EOBT will be treated as the TOBT. For such cases there is no need of any communication from the Aircraft Operator to the ARO.

2.1.3.2 In case delay is expected:

b) When Air Defence Clearance ADC is NOT valid:

i) If delay is outside the validity period of ADC, EOBT shall be revised through CHG/DLA message or after having coordinated with MLU and obtaining the revised ADC number, by informing ARO about revised EOBT and ADC. (Option of change of TOBT will not be available in this case).

ii) ADC Validity Period: (-) 15 minutes to (+) 45 minutes of EOBT in RPL/FPL or subsequent revision of EOBT by DLA/CHG message.

Note: Once Target Start-up Approval Time (TSAT) is allocated by ATC at TOBT - 30 minutes, the TOBT can be updated thrice.

2.1.5 Accuracy: TOBTs must be updated to an accuracy of +/- 5 minutes.

2.2 TARGET START UP APPROVAL TIME (TSAT)

2.2.1 Definition: The time is 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 to start, where Actual Start-up Approval Time (ASAT) will be before the TSAT.

2.2.2 Purpose: TSATs provide an optimized start-up sequence, leading to Pre-Departure sequence. TSATs reduce queuing times at the runway holding points, while ensuring optimised utilisation of the runway. ATC will continue to optimize the departure order for creating the right mix of traffic.

which 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.

2.2.4 Generation of TSAT: TSAT is generated by ACDM interface at TOBT - 30 minutes.

2.2.5 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.

2.2.6 Priorities for generation of TSAT:

The following aircraft will be accorded priority by A-CDM application at the time of generating TSATs:

a) VVIP flights

b) Aircraft in emergency

c) Ambulance aircraft

d) Aircraft in relief missions

e) Aircraft returning to stand after push back/taxiing out for any reason

2.2.7 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:

i) Change of runway

ii) Change in taxi times

iii) Revised TOBT of the subject aircraft

iv) Cancellation/ revision in TOBT of other aircraft in the departure sequence.

v) Priority handling

vi) Unusual Occurrences, etc.

vii) Change of aircraft type*

viii) Application of ATFM regulation or ATC restriction resulting in new CTOT or start up delay*

ix) Inclement Weather*

x) Bird activity*

xi) Change of route (SID)*

2.2.8 Accuracy: The TSAT will remain valid for +/- 5 minutes.

3 Co-ordination with the Central Air Traffic Flow Management Unit (CATFMU)*

3.1 A permanent and fully automatic data exchange with the ATFMU will be established. The data transfer will enable highly accurate early predictions of landing and departure times. *

3.2 Furthermore, it allows for more accurate and efficient CTOT calculations due to the use of more accurate local target take-off times. *