$$TITOLO

AD 2 AERODROMES

VIJP

VIJP AD 2.1 AERODROME LOCATION INDICATOR AND NAME

VIJP - JAIPUR INTERNATIONAL AIRPORT, JAIPUR

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 08.
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)	Chief Airport Officer, Jaipur International Airport Limited, Jaipur International Airport, Sanganer, Jaipur, Rajasthan -302029,
		Telephone:	+(91~~-141-2720007~~) 1412720007 +(91~~-8905998571 (Mob)~~) 8905998571
		Fax:
		AFS:
		Email:	cao.jaipurairport@adani.com
6	Types of traffic permitted (IFR/VFR)	IFR/VFR
7	Remarks	1. Vertical Reference System: EGM-08. 2. Non-scheduled aircraft operators are required to file their slot request on aocc.jai@adani.com for clearance. All nonscheduled/ General Aviation movements will be subjected to positive approval from Airport operations control center (AOCC). 3. Request for International Movement must be forwarded at least 72 hrs in advance. 4. Request for Domestic movement must be forwarded at least 12 hrs in advance. 5. Aerodrome reference code: 4E 6. AOCC Mobile No +91 8905998551 7. All Scheduled aircraft operators are required to file their slot request on slot.jai@adani.com

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:Two fuel tanks of 200 KL each and three tanks of 70 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: Two fuel tanks of 255 KL each & vehicle of 16 KL (one) 15 KL (three). No AV Gas AVBL 3. HPCL: Inside, at the end of TWY ‘T’ Fuel type: ATF (Jet A1) Capacity:One fuel tank of 30 KL and refueller of 15 KL(two). No AV Gas AVBL 4. Reliance petro.: Inside, at the end of TWY ‘T’ Fuel type: ATF (Jet A1) Capacity: Three fuel tanks of 73.5 KL each and refueller of 11 KL (three) and 16KL (three).
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	1. The critical aircraft for the airport is A321 2. Primary responsibility for removal of disabled aircraft rests with the concerned airline. 3. The airlines may contact ‘Aerodrome Coordinator for Disabled Aircraft Removal Operations’ for coordinating with the agencies having Disabled Aircraft Recovery Kit. 4. Contact Details of Aerodrome Coordinator for Disabled Aircraft Removal Operations: [Detail of Aerodrome coordinator] Name: Hardeep Singh [Contact Nos.] 9717494658 [Email]:Hardeep.singh2@adani.com
4	Remarks	NIL

VIJP

AD 2.7

SEASONAL AVAILABILITY CLEARING

1	Type(s) of clearing equipment	Manual and Mechanical Sweeper
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 1.5. TWY-Q COORD: 264933.584N 0754919.625E ELEVATION: 1254 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 2.5. TWY-Q COORD: 264930.641 N 0754919.969 E ELEVATION: 1267 FT 3. 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 26: THR, TDZ, Centre line, Edge, Ends RWY 08: THR, Centre line, Edge, Ends. TWY Marking Centre line, Edge, Holding position. LightsCentre line lights Centre line lights on TWY ‘R’, ‘S’, ‘M’, ‘U’, 'U1','Q' and 'T'. Edge lights on all taxiways.
3	Stop bars (if any)	At TWYs Q,R, S, U, T.
4	Remarks	RWY guard lights provided at TWY Q, 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
26/TKOF 08/APCH	TREE	264919.4N 0754741.8E	1309 FT	NIL	Tree
26/TKOF 08/APCH	TREE	264917.8N 0754743.3E	1297 FT	NIL	Tree
26/TKOF 08/APCH	TREE	264917.3N 0754742.4E	1301 FT	NIL	Tree
26/TKOF 08/APCH	BUILDING	264915.6N 0754743.3E	1290 FT	NIL	Building
26/TKOF 08/APCH	TREE	264916.2N 0754742.0E	1304 FT	NIL	Tree
26/TKOF 08/APCH	TREE	264916.2N 0754739.8E	1298 FT	NIL	Tree
26/TKOF 08/APCH	TREE	264922.3N 0754742.4E	1299 FT	NIL	Tree
26/TKOF 08/APCH	BUILDING	264925.2N 0754741.2E	1293 FT	NIL	Vinnie Hotel
26/TKOF 08/APCH	BUILDING	264926.0N 0754741.2E	1297 FT	NIL	Building
26/TKOF 08/APCH	BUILDING	264927.5N 0754740.7E	1305 FT	NIL	Building
26/TKOF 08/APCH	BUILDING	264926.9N 0754739.5E	1299 FT	NIL	Building
26/TKOF 08/APCH	TREE	264917.9N 0754739.8E	1307 FT	NIL	Tree
26/TKOF 08/APCH	TREE	264914.5N 0754736.4E	1305 FT	NIL	Group of Tree
26/TKOF 08/APCH	TREE	264923.5N 0754733.7E	1309 FT	NIL	Tree
26/TKOF 08/APCH	BUILDING	264927.6N 0754732.3E	1310 FT	NIL	Sintex Tank Bldg. (Bldg. Top 398.4 M.)
26/TKOF 08/APCH	BUILDING	264927.5N 0754735.4E	1310 FT	NIL	Building
26/TKOF 08/APCH	TREE	264923.7N 0754742.1E	1291 FT	NIL	Group of Tree
26/TKOF 08/APCH	ANTENNA	264916.1N 0754746.1E	1296 FT	NIL	MLAT Antenna
26/TKOF 08/APCH	OTHER	264924.8N 0754727.4E	1322 FT	NIL	Mast
26/TKOF 08/APCH	BUILDING	264926.8N 0754734.9E	1308 FT	NIL	Building
26/TKOF 08/APCH	BUILDING	264927.1N 0754741.0E	1302 FT	NIL	Building
26/TKOF 08/APCH	TREE	264927.2N 0754741.2E	1312 FT	NIL	Tree
26/TKOF 08/APCH	POLE	264927.2N 0754741.3E	1297 FT	NIL	Light Pole
26/TKOF 08/APCH	POLE	264926.4N 0754741.5E	1296 FT	NIL	Light Pole
26/TKOF 08/APCH	POLE	264925.6N 0754741.7E	1295 FT	NIL	Light Pole
26/TKOF 08/APCH	POLE	264925.0N 0754741.8E	1295 FT	NIL	Light Pole
26/TKOF 08/APCH	TREE	264922.3N 0754742.0E	1294 FT	NIL	Tree
26/TKOF 08/APCH	TREE	264918.7N 0754742.7E	1294 FT	NIL	Tree
26/TKOF 08/APCH	POLE	264925.3N 0754742.6E	1295 FT	NIL	Light Pole
26/TKOF 08/APCH	POLE	264926.2N 0754742.4E	1295 FT	NIL	Light Pole
26/TKOF 08/APCH	POLE	264927.0N 0754742.2E	1296 FT	NIL	Light Pole
26/TKOF 08/APCH	OTHER	264927.4N 0754749.9E	1282 FT	NIL	Mobile Road Traffic (Road Elev. 385.7 M. + Traffic Ht. 5.0 M.)
26/TKOF 08/APCH	BUILDING	264916.8N 0754738.9E	1309 FT	NIL	Sintex Tank on Bldg.
26/APCH 08/TKOF	OTHER	264933.2N 0755016.7E	1279 FT	NIL	L/C Rod at DVOR
26/APCH 08/TKOF	TREE	264931.1N 0755029.3E	1301 FT	NIL	Tree
26/APCH 08/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 ACS26
10	Additional information, e.g. concerning any limitation of service.	1. Drishti RVR EQPT AVBL for beginning , MID and END RVR RWY26. 2. DCWIS (Digital current weather instrument system) installed for RWY 08 and RWY26. 3. PWD RVR visibility sensor installed at RWY26 beginning. 4. PWD RVR visibility sensor installed at RWY26 End (RWY 08 beginning) 5. RVR visibility sensor installed at RWY26 MID.

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
08	84.02 DEG	3407 x 45 M	71/F/B/W/T	THR: 264922.88N 0754757.42E RWY END: 264934.41N 0755000.14E
26	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 08: 71/F/B/W/T upto 2757M thereafter 85/R/B/W/T upto 3407M. 2. From beginning of : RWY08 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 26: 85/R/B/W/T upto 650M thereafter 71/F/B/W/T upto 3407M. 2. From beginning of: RWY26 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 08: 71/F/B/W/T upto 2757M thereafter 85/R/B/W/T upto 3407M.

2. From beginning of :

RWY08 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 26: 85/R/B/W/T upto 650M thereafter 71/F/B/W/T upto 3407M.

2. From beginning of:

RWY26 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
08	SALS 420 M LIH	Green AVBL	PAPI LEFT/3.00 DEG MEHT (60.53FT)
26	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, U1, Q,V,M3
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 maneuvering guidance lights on parking stand no. 9 to 16, 22 to 40 and Isolated aircraft parking position at Apron-B.

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 264927N 0754809E. Upper Limit : 5000 FT AMSL b) Area bounded by 271827N 0763350E; then along a counter clockwise arc of radius 50NM centered at 264927N 0754809E to 260606N 0761608E; 271827N 0763350E. Vertical Limit: 5000 FT AMSL to FL145
2	Vertical limits
3	Airspace classification	D
4	Call sign and language(s) of the air traffic services unit providing service;	Jaipur Tower / Jaipur Approach, English
5	Transition altitude	6000 FT
6	Hours of applicability	H24
7	Remarks	1. Vertical Limits: a) 5000 FT AMSL b) 5000 FT AMSL to FL145 2. Jaipur CTR Excludes Kishangarh Control Zone.

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	120.225 MHZ
APP	Jaipur Approach	125.250 MHZ
TWR	Jaipur Tower	119.750 MHZ
TWR	Jaipur Tower	124.300 MHZ
TWR	Jaipur Tower	125.250 MHZ
ATIS	Jaipur Information	126.600 MHZ
ACC	Jaipur Control	125.975 MHZ
ACC	Jaipur Control	127.575 MHZ
ALRS	-----------	121.500 MHZ
SMC	Jaipur Ground	121.625 MHZ

Logon address, as appropriate	Hours of operation	Remarks
5	6	7
	H24	~~NIL~~ 1. APP Main Frequency
	H24	~~BACKUP FREQ.~~ 1. APP Backup Frequency
	H24	~~NIL~~ 1. TWR Backup Frequency
	H24	1. TWR Main Frequency ~~NIL~~ 2.Functions OF SMC Combined with TWR, EXC DRG 0530 TO 0730 UTC FM MON TO FRI.
	~~H24~~As ATS	1. NIL
	~~As ATS~~H24	-- 1. ACC Backup Frequency
	H24	~~STANDBY~~ 1. ACC Main Frequency
	H24	~~MAIN~~ 1. NIL
	~~H24~~ BTN 0530 TO 0730 UTC FM MON TO FRI	~~NIL~~ 1. SMC Main Frequency

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 26 CAT IIIB	IJIP	109.900 MHz	H24
GP 26	IJIP	333.800 MHz	H24
DME ILS 26	IJIP	CH36X	H24
DVOR/DME	JJP	112.900 MHz CH76X	H24
L	JI	295.000 kHz	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 GP26 Geoid Model: EGM 08
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.
264952.8N 0755351.0E

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).

III. PUSHBAK PROCEDURES:

1. Simultaneous push back permitted only from the alternate stands. Simultaneous push back from adjacent aircraft stands

not permitted.

2. Aircraft stand no. 9 at Apron C is designated for the parking of VVIP aircraft. Adjacent stands i.e. stand no. 8 and 10 shall

be kept vacant to accommodate aircraft up to B787 (900).

3. Push-back from aircraft stand nos. 8 to 17 shall be facing east or west subject to traffic condition and runway in use.

4. Aircraft stand nos. 18 to 21 are power-in & power-out stands and facing towards west. Stand nos. 18 & 19 are for up to Q400 type of aircraft. Stand nos. 20 and 21 are for up to ATR72 type of aircraft.

5. Following restrictions shall be applicable for pushback at Apron D:

Pushback from Aircraft Stand no.

Procedure for Pushback (All pushback shall be facing south)

Restrictions

23 and 33

Pushback can be either given from

stand no. 23 or 33

Pushback cannot be given from

22, 24, 25, 34 and 35

24 and 34

Pushback can be either given from

stand no. 24 or 34

Pushback cannot be given from

22, 23, 25, 26, 33, 35 and 36

25 and 35

Pushback can be either given from

stand no. 25 or 35

Pushback cannot be given from

23, 24, 26, 27, 33, 34, 36 and 37

26 and 36

Pushback can be either given from

stand no. 26 or 36

Pushback cannot be given from

24, 25, 27, 28, 34, 35, 37 and 38

27 and 37

Pushback can be either given from

stand no. 27 or 37

Pushback cannot be given from

25, 26, 28, 29, 35, 36, 38 and 39

28 and 38

Pushback can be either given from

stand no. 28 or 38

Pushback cannot be given from

26, 27, 29, 30, 36, 37, 39 and 40

29 and 39

Pushback can be either given from

stand no. 29 or 39

Pushback cannot be given from

27, 28, 30, 31, 37, 38 and 40

30 and 40

Pushback can be either given from

stand no. 30 or 40

Pushback cannot be given from

28, 29, 31, 32, 38 and 39

22 Pushback can be given from stand

no. 22

Pushback cannot be given from

23, 24, 33 and 34

31 Pushback can be given from stand

no. 31

Pushback cannot be given from

29, 30, 32, 39 and 40

32 Pushback can be given from stand

no. 32

Pushback cannot be given from

30, 31 and 40

Remarks: Pushback and parking of aircraft may be delayed due only one taxiway (i.e. TWY T) will be used for arriving and

departing aircraft at Apron D

6. Following restriction shall be applicable for pushback at Apron A and B:
Apron A
Push back from Aircraft Stand No.	Procedures for pushback	Restriction
05	Pushback facing west	Pushback cannot be given facing east.
06	Pushback facing west	Pushback cannot be given facing east.
07	Pushback facing west	Pushback cannot be given facing east.
Apron B
Isolated aircraft parking position at Apron B	Deep pushback facing east on TWY M between TWY S & M3	Pushback cannot be given facing west.

IV. LOW VISIBILITY PROCEDURES

DEFINITIONS

Note - Most of the definitions and terms used throughout this Guidance Material are taken from the relevant ICAO Annexes, PANS and Manuals (reference to ICAO Docs is indicated in brackets for each term).

i. Aerodrome. (Annex 14) A defined area on land or water (including any buildings, installations, and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.

ii.Aerodrome Operating Minima. (Annex 6) 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) as appropriate to the type and/or category of the operation.

iii. Aerodrome traffic density. (Annex 14)

a) Light: Where the number of movements in the mean busy hour is not greater than 15 per runway or typically less than 20

total aerodrome movements;

b) Medium: Where the number of movements in the mean busy hour is of the order of 16 to 25 per runway or typically

between 20 to 35 total aerodrome movements; and

c) Heavy: Where the number of movements in the mean busy hour is of the order of 26 or more per runway or typically

more than 35 total aerodrome movements.

iv. Aeronautical Information Publication (AIP). (Annex 15) A publication issued by or with the authority of a State and

containing aeronautical information of a lasting character essential to air navigation.

v. Aircraft stand. (Annex-14) A designated area on an apron intended to be used for parking an aircraft.

vi. Air traffic service. (Annex 11) A generic term meaning variously, flight information service, alerting service, air traffic advisory service, air traffic control service (area control service, approach control service or aerodrome control service).

vii. Air traffic services unit. (Annex 11) A generic term meaning variously, air traffic control unit, flight information centre

or air traffic services reporting office.

viii. All-Weather Operations. (Doc 9365 - Explanation of terms) Any surface movement, take-off, departure, approach or

landing operations in conditions where visual reference is limited by weather conditions.

ix. Apron. (Annex 14) A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or

unloading passengers, mail or cargo, fueling, parking or maintenance.

x. Apron Management Service. (Annex 14) A service provided to regulate the activities and the movement of aircraft and

vehicles on an apron.

xi. Automatic Terminal Information Service (ATIS). (Annex 11) The automatic provision of current, routine information to

arriving and departing aircraft throughout 24 hours or a specified portion thereof:

xii. Data link-automatic terminal information service (D-ATIS). The provision of ATIS via data link.

xiii. Voice-automatic terminal information service (Voice-ATIS). The provision of ATIS by means of continuous and

repetitive voice broadcasts.

xiv. Categories of aeroplanes. (Doc 9365) The following five categories of typical aeroplanes have been established based

on 1.3 times the stall speed in the landing configuration at maximum certificated landing mass:

• Category A - less than 169 km/h (91 KT) IAS

• Category B - 169 km/h (91 KT) or more but less than 224 km/h (121 KT) IAS

• Category C - 224 km/h (121 KT) or more but less than 261 km/h (141 KT) IAS

• Category D - 261 km/h (141 KT) or more but less than 307 km/h (166 KT) IAS

• Category E - 307 km/h (166 KT) or more but less than 391 km/h (211 KT) IAS

xv. Ceiling. (Annex 2) The height above the ground or water of the base of the lowest layer of cloud below 6 000 m (20 000

ft) covering more than half the sky.

xvi. Decision altitude (DA) or decision height (DH). (Annex 6) 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.

Note 1 - Decision altitude (DA) is referenced to mean sea level (MSL) and decision height (DH) is referenced to the threshold elevation, or touchdown zone elevation as appropriate for the state of the aerodrome.

Note 2 - The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In Category III operations with a decision height the required visual reference is that specified for the particular procedure and operation.

Note 3 - For convenience where both expressions are used they may be written in the form “decision altitude/height” and abbreviated “DA/H”.

xvii. ILS critical area. (Annex 10) An area of defined dimensions about the localizer and glide path antennas where vehicles,

including aircraft, are excluded during all ILS operations.

Note - 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.

xviii. ILS sensitive area. (Annex 10) 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.

Note - 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.

xix. Instrument approach operations (Annex 6). An approach and landing using instruments for navigation guidance based on an instrument approach procedure. There are two methods for executing instrument approach operations:

a) a two-dimensional (2D) instrument approach operation, using lateral navigation guidance only; and

b) a three-dimensional (3D) instrument approach operation, using both lateral and vertical navigation guidance

Note - Lateral and vertical navigation guidance refers to the guidance provided either by: a) a ground-based radio navigation aid; or b) computer-generated navigation data from ground-based, space-based, self-contained navigation aids or a combination of these.

Instrument approach operations shall be classified based on the designed lowest operating minima below which an approach operation shall only be continued with the required visual reference as follows:

a) Type A: a minimum descent height or decision height at or above 75 m (250 ft); and

b) Type B: a decision height below 75 m (250 ft). Type B instrument approach operations are categorized as:

1) Category I (CAT I): 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;

2) Category II (CAT II): 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;

3) Category III (CAT III): a decision height lower than 30 m (100 ft) or no decision height and a runway visual range less

than 300 m or no runway visual range limitations;

Category III operations are subdivided as follows: (CAR SECTION 8 SERIES C PART I Para 11.5.1)

(a) A precision instrument approach and landing using ILS with:

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

(ii) a visual range not less than 175 m.

(b) A precision instrument approach and landing using ILS with:

(i) a decision height lower than 50 ft, or no decision height; and

(ii) a visual range lower than 175 m but not less than 50 m.

Note: Where the decision height (DH) and runway visual range (RVR) do not fall within the same Category, the RVR will determine in which Category the operation is to be considered.

xx. Instrument approach procedure (IAP). (Annex 6) A series of predetermined manoeuvring by reference to flight instruments with special protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en-route obstacle clearance criteria apply. Instrument approach procedures are classified as follows:

xxi. Non-precision approach (NPA) procedure. An instrument approach procedure designed for 2D instrument approach operations Type A.

Note. - Non-precision approach procedures may be flown using a continuous descent final approach technic (CDFA). CDFA with advisory VNAV guidance calculated by on-board equipment (see PANS-OPS (Doc.8168), Volume I, Part I, Section 4, Chapter 1, paragraph 1.8.1) are considered 3D instrument approach operations. CDFA with manual calculation of the required rate of descent are considered 2D instrument approach operations.

xxii. Approach procedure with vertical guidance (APV). A performance-based navigation (PBN) instrument approach procedure designed for 3D instrument approach operations Type A.

xxiii. Precision approach (PA) procedure. 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.

xxiv.Instrument runway. (Annex 14) One of the following types of runways intended for the operation of aircraft using instrument approach procedures:

a) Non-precision approach runway. A runway served by visual aids and non-visual aid(s) intended for landing

operations following an instrument approach operation type A and a visibility not less than 1000 m

b) Precision approach runway, category I. A runway served by visual aids and non-visual aid(s) intended for landing

operations following an instrument approach operation type B with a decision height (DH) not lower than 60 m (200

ft) and either a visibility not less than 800 m or a runway visual range not less than 550 m.

c) Precision approach runway, category II. A runway served by visual aids and non-visual aid(s) intended for landing

operations following an instrument approach operation type B with a decision height (DH) lower than 60 m (200 ft)

but not lower than 30 m (100 ft) and a runway visual range not less than 300 m.

d) Precision approach runway, category III. A runway served by visual aids and non-visual aid(s) intended for landing

operations following an instrument approach operation type B to and along the surface of the runway and intended

for operations with a decision height lower than 30 m (100 ft) or no decision height and a runway visual range less

than 300 m or no runway visual range limitations;

xxv.Intermediate holding position. (Annex 14) A designated position intended for traffic control at which taxiing aircraft and vehicles shall stop and hold until further cleared to proceed, when so instructed by the aerodrome control tower.

xxvi. Low Visibility Operations (LVO). (Doc. 9365) Approach and landing operations in RVRs less than 550 m and/or with a DH less than 200 ft. or take-off operations in RVRs less than 550 m.

xxvii. Low Visibility Procedures (LVP). Specific procedures applied at an aerodrome for the purpose of ensuring safe operations during LVO.

xxviii. Obstacle Free Zone (OFZ). (Annex 14) 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 frangible mounted one required for air navigation purposes.

xxix. Manoeuvring area. (Annex 14) That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons.

xxx. Movement area. (Annex 14) That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and the apron(s).

xxxi. Runway. (Annex 14) A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.

xxxii. Runway-holding position. (Annex 14) A designated position intended to protect a runway, an obstacle limitation surface, or an ILS/MLS critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorized by the aerodrome control tower.

xxxiii. Runway Visual Range (RVR). (Annex 3) The range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line.

xxxiv. Surface Movement Guidance and Control System (SMGCS). (Doc 9476) An appropriate combination of visual aids, non-visual aids, procedures, control, regulation, management and information facilities.

xxxv. Touchdown zone (TDZ). (Annex 14) The portion of a runway, beyond the threshold, where it is intended landing aeroplane first contact the runway.

xxxvi. Visibility. (Annex 3) 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 1 000 candelas can be seen and identified against an unlit

background.

Note. 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).

1. INTRODUCTION

1.1 GENERAL

1.1.1 RWY 26 at Jaipur International Airport, Jaipur is equipped for the CAT II/CAT III Operations.

1.1.2 The pilot shall ensure that he is suitably qualified and certified to carry out the required category of ILS approach. 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.

1.1.3 The PIC shall satisfy himself/herself that:

a) The status of the visual and non-visual facilities is sufficient prior to commencing a low visibility take-off, Category II or

III approach;

b) Appropriate LVPs are in force according to information received from Air Traffic Services, before commencing a low

visibility take-off, Category II or III approach; and

c) The flight crew members are properly qualified and trained prior to commencing a low visibility take-off (in an RVR of

less than 400 m), Category II or III approach.

1.1.4 The following equipment shall be serviceable to the required standards to support CAT II/ CAT III Operations:

a) ILS localizer, Glide Path and ILS DME (Both Main & Standby)

b) Aerodrome Ground Lighting System

c) Real time RVR system (TDZ, MID & END for CAT-III & TDZ&MID for CAT-II)

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

e) Surface Movement Radar for CAT II/CAT III operations/ LVTO (for RVR below 350M).

1.2 DESCRIPTION OF EQUIPMENT

Note: While LVP are in force ATC is also responsible for monitoring the status of specified facilities and equipment (unless the responsibility is delegated to an appropriate authority). Whenever any of the specified facilities or equipment do not meet a defined minimum performance level or becomes unserviceable, ATC shall advise aircraft and maintenance units accordingly, including the dissemination of information to aircraft via the ATIS and/or RTF.

Note: When any equipment or facilities listed in Para 2.1.4 above becomes unserviceable during periods of LVP operations, the concerned ATC unit shall adviseall aircraft and accordingly suspend CAT II/ CAT III operations in consultation with WSO. Information to this effect shall be included in ATIS/ DATIS broadcast.

1.2.1 RUNWAY VISUAL RANGE (RVR):

1.2.1.1 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.

1.2.1.2 Following Amendment 72 to Annex 3, the use of instrumented RVR systems is now mandatory for Categories II and

III operations (Annex 3, Appendix 3, 4.3.2.1)

1.2.1.3 RVR is reported in the following scales:

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

b) In the increments 100 m when greater than 800 m.

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

d) In the increments 25 m when less than 400 m.

1.2.1.4 Touch-down zone RVR needs to be reported for Cat I operations, touch-down and mid zone RVR for Cat II operations, touch-down, mid and roll-out zone RVR for Cat III operations. In all cases, touch-down zone will always be controlling, however if any other RVR is reported and is relevant, (operator shall not define relevant depending on runway length/aircraft stopping distance unless approved by FSD, DGCA) it also becomes controlling. The mid zone and roll-out zone can be lower than the touch-down zone provided conditions enumerated in Note 1 below are met. The following table is to be used for reference;

Type of operation	RVR
Type of operation	Touch-down zone	Mid zone	Roll-out zone
CAT I	550 M	125 M	125 M
CAT II	300 M	125 M	125 M
CAT III	175 M	125 M	125 M
CAT III (With Rollout Guidance)	75/50 M	75/50 M	75/50 M
Note 1: The use of minimum RVRs in the table above is subject to: operator authorization; aeroplane authorization; flight crew training and qualification; and aerodrome facilities. Note 2: The use of minimum RVR of 75m or 50m depends on value approved for operators and aeroplanes with roll-out guidance system. Note 3: The values in bold font are required for the type of operation. DGCA CAR Section 8 Series C Part -I Annexure 2 Para 3 Note 4: “Relevant”, in this context, means that part of the runway used during the high-speed phase of the landing down to a speed of approximately 60 knots. Note 5: ATC shall always pass all three RVR (or available RVR) to the PIC, whenever any of RVR is below 550m and all other RVR are available.

1.2.1.5 Phraseology: RUNWAY VISUAL RANGE or RVR [RUNWAY (number)] (first Position) (distance) (units), (second position) (distance) (units), (third position) (distance) (units);

Note 1 - Multiple RVR observations are always representative of the touchdown zone, midpoint zone and the roll-out/stop end zone, respectively.

Note 2 - Where reports for three locations are given, the indication of these locations may be omitted, provided that the reports are passed in the order of touchdown zone, followed by the midpoint zone and ending with the roll-out/stop end zone report.

Following table should be used by ATC for ready reference purpose in the event of unserviceability of the RVR equipment: (DGCA CAR Section 8 Series C Part -I Table 10)

RVR UNSERICEABLE	DEPARTURE	ARRIVAL
END	Up to RVR 200 m	Suspend CAT III Operations
MID	Up to RVR 200 m	Suspend CAT II & CAT III Operations
TDZ	Up to RVR 200 m	Suspend CAT II & CAT III Operations
TDZ &MID	Up to RVR 200 m	Suspend CAT II & CAT III Operations
TDZ & END	Up to RVR 200 m	Suspend CAT II & CAT III Operations
MID &END	Up to RVR 200 m	Suspend CAT II & CAT III Operations
ALL THREE RVR	Up to RVR 200 m	Suspend CAT II & CAT III Operations
Note: RVR assessment system failure for CAT I - “No effect” is subject to as long as human observation/manual RVR is reported, when visibility is below 800m. The MID RVR report may be substituted for TDZ RVR if TDZ RVR report is not available. Deficiency of equipment is not permitted in CAT II & CAT III operations. (DGCA CAR Section 8 Series C Part -I Table 5a, Note1-c & e)

1.2.2 SECONDARY POWER SUPPLIES

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

1.2.3 STOP BAR:

1.2.3.1 Stop bars have been provided on the following TWY: Q, R, S, T & U.

1.2.4 TAXIWAY LIGHTING SYSTEM

1.2.4.1 Taxiways Q, R, S, M, T, V, U, U1 and M3 have been provided with CAT III standard taxiway lighting system.

1.2.5 CAT III Aircraft Stands:

1.2.5.1 Aircraft Stands from 9 to 16, 22 to 40 and isolated aircraft parking position have been provided with CAT III standard centre line lighting system.

1.2.6 NAVIGATIONAL AIDS

1.2.6.1 RWY 26 has been equipped with Instrument Landing System (ILS) for CAT II/ CATIII. ILS equipment serviceability required for CAT II/CAT III operations: -

a) Both main and standby localizer transmitters;

b) Both main and standby glide path transmitters;

c) Standby power supply for each unit.

d) ILS DME

1.2.7 FAILED OR DOWNGRADED EQUIPMENT - EFFECT ON LANDING MINIMA

1.2.7.1 As per DGCA CAR Section 8 Series C Part -I Table 5a - The unserviceability of the equipment will affect the operations as given below:

Failed or Downgraded equipment	Effect on Landing minima CAT-I
ILS standby transmitter	No effect
RVR assessment systems	No effect
Approach lights	Minima as for NALS
Approach lights except the last 210 m	Minima as for BALS
Approach lights except the last 420 m	No effect
Standby power for approach lights	No effect
Edge lights, threshold lights and runway end lights	Day: no effect Night: Not allowed
Centre line lights	No effect if F/D or auto land; otherwise RVR 750m
Centre line lights spacing increased to 30m	No effect
Touchdown zone lights	No effect if F/D or auto land; otherwise RVR 750m
Taxiway lighting system	No effect
Note: # Runway Centre Line lights should be made available for CAT-1 below RVR 800m. Note: Category II or III operations. Deficiencies in equipment are not permitted. Note: “RVR assessment - “No effect” is subject to as long as human observation/manual RVR is reported, when visibility is below 800m. The MID RVR report may be substituted for TDZ RVR if TDZ RVR report is not available).

1.2.8 When LVP is in force the Aerodrome Ground Lighting must comply with the following minimum serviceability requirement.
Approach Lights	The inner 450 meters - more than 5% of all lights	Suspend CAT II/ CAT III operations
	Beyond 450 meters more than 15% of all lights
Runway Edge lights	More than 5% of all Lights	Suspend CAT II/ CAT III operations
	Two adjacent lamps operations.
Runway Centre line lights	More than 5% of all Lights	Suspend CAT II/ CAT III operations
	Two adjacent lamps operations.
Touchdown Zone lights	More than 10 % of all Lights	Suspend CAT II/ CAT III operations
	Two lamps in Barrette
Threshold lights	More than 5% of all Lights	Suspend CAT II/ CAT III operations
	Two adjacent lamps operations.
Runway End lights	More than 25% of all Lights	Suspend CAT II/ CAT III operations
	Two adjacent lamps operations.
Taxiway Centre line Lights	Not applicable to CAT-II operation	Close affected taxiways, use alternate taxi route.
	Two adjacent lamps
Standby Generators	Generators in any one substation.	Suspend CATII/ CATIII operations in the affected runway.
NOTE: Un-serviceability of any of the following facilities does not affect CAT-II/CAT-III operations: a) PAPI b) Taxiway edge lights on curves. (during daytime only) c) Stop bars (Ref CAR Section 4, Series B, Part 1, Para 5.3.23.1)

1.2.9 Low Visibility Take Off (LVTO)

1.2.9.1 LVTO pertains to take-off when the RVR is below 400 m and is applicable whenever the reported RVR in any zone (touch-down/mid/rollout RVR) is below 400 m.

1.2.10 The facilities and conditions of the under mentioned Table required will be as per the lowest RVR reported in any zone (e.g. if the RVR is 400/300/300 representing the three zones, then the 300 m will be the RVR for reckoning facilities and conditions of Table. If the RVR is 300/150/Not Reported, then 150 m will be the reckoning RVR and as the RVR is below 200 m all three RVRs are required). The take-off minima established by the airline operator must be expressed as RVR/ Visibility values not lower than the values given in the Table.

Take off RVR/ Visibility
Facilities	RVR/VIS (Refer Note l) Cat A, B, C, & D (M)
Adequate Visual reference (Day Only) (Refer Note 2)	500
Runway edge lights or Runway centreline markings (Refer Note 3)	400
Runway edge lights and Runway centreline markings (Refer Note 3)	300
Runway edge lights and Runway centreline lights	200
Runway edge lights, Runway centreline lights and relevant RVR information (Refer Note 4)	150
High Intensity Runway edge lights and Runway centreline lights (spacing 15m or less) and relevant RVR information (Refer Note 4).	125
High Intensity Runway edge lights and Runway centreline lights (spacing 15m or less), approved lateral guidance system and relevant RVR information (Refer Note 4)	75
Note-1: The TDZ RVR/VIS may be assessed by the pilot Note-1a: Pilot assessment of TDZ RVR is to be made only when the MID & ROLL OUT zone RVR are reported and both these are not less than 200 m. (DGCA CAR Section 8 Series C Part -I Annexure 2 Para 17.4) Note1b: Below 200 m all three RVR are required. The governing RVR shall be the lowest of the reported RVRs. (DGCA CAR Section 8 Series C Part -I Table 10: RVR/Visibility for take-off) Note-2: Adequate Visual Reference means, that a pilot is able to continuously identify the take-off surface and maintain directional control. Note-3: For night operations at least, Runway edge lights or center line lights and Runway end lights are available. Note-4: The required RVR must be achieved for all relevant RVR reporting points (touchdown, mid-point and stop-end/rollout). The governing RVR shall be the lowest of the reported RVRs. Note-5: An operator shall not conduct low visibility take-offs in less than 400m RVR unless approved by DGCA. Note-6: An operator shall not conduct take-off with visibility / RVR less than Category-I conditions unless low visibility procedures are enforced.

2. LOW VISIBILITY PROCEDURES (LVP)

2.1 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. LVP shall only be implemented when Safeguarding Procedure (SP) has been completed and the airport is configured for low visibility operations.

2.2 The Objectives of LVP include: The protection of the runway(s) in use for take-off and landing against incursions; and maintaining the accuracy and integrity of ground-based navigation signals used during the specified departure and approach & landing operations.

2.3 Low Visibility Procedures (LVP), are established to support the following aircraft flight operations:

a) Departure operations in RVR condition less than a value of 550 m;

b) CAT II and III approach and landing operations.

2.4 IMPLEMENTATION OF SAFEGUARDING PROCEDURES

2.4.1 Safeguarding Procedures (SP): Safeguarding Procedures are the mandatory actions to prepare airport for CAT II/ CAT III/ LVTO 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 critical/sensitive area and the manoeuvring area, restrictions on the movement of vehicles on the manoeuvring area and apron.

2.4.2 Criteria for Safeguarding Procedures: Safeguarding Procedures shall be initiated when:

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

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

2.5 Criteria for Implementing Low Visibility Procedures (LVP): Low Visibility Procedures shall be implemented when -

a) Either TDZ, MID or END RVR is less than 800m; and/or

b) Cloud ceiling is less than 200ft; and

c) Safeguarding Procedures (SP) have been completed and the airport safeguarded.

NOTE: Though LVP is implemented when RVR is less than 800 m, ILS CAT I operations will continue till TDZ RVR is not less than 550 m.

2.6 Implementation of Safeguarding Procedures (SP):

2.6.1 On the receipt of forecast for Low Visibility and/or cloud ceiling, the Aerodrome Duty officer, Tower will inform:

a) Watch Supervisor Officer (WSO), AAI

b) Approach Controller, AAI

c) Shift Supervisory Officer (SSO), AAI

d) Duty MET Officer

e) Duty Manager (DM) Apron Control, JIAL

f) Airport Rescue & Fire Fighting Services (ARFF)

g) AOCC, JIAL

2.6.2 On the receipt of forecast for Low Visibility and/or cloud ceiling, the Duty Manager (DM) Apron Control, JIAL will inform:

a) AOCC

b) Airport Rescue & Fire Fighting Services (ARFF)

c)Airport Security, CISF

d) Terminal Manager

e)Civil Maintenance

f)Electrical Maintenance

g)Airlines/Ground handling agencies

h)Custom & Immigration

i)Re-fueling companies

j) Catering Agencies

k) Duty MET Officer

l) Shift Supervisory Officer (SSO), AAI

On receipt of the forecast for Low Visibility and/or cloud ceiling information all agencies will take action for proper planning for activation of LVP. When all the concerned agencies have completed their necessary actions, they shall report to Apron Control/AOCC that their Safeguarding Procedure (SP) is completed and the airport is safeguarded for LVP operations.

Apron Control/AOCC will inform aerodrome control supervisor that all the concerned agencies have completed their necessary actions. Safeguarding Procedure (SP) is completed and the airport is safeguarded for LVP operations at (time).

2.7 Implementation of Low Visibility Procedures:

2.7.1 On receipt of confirmation of completion of all the required actions by the various agencies (Completion of safeguarding procedure) WSO, AAI shall implement Low Visibility Procedure when either TDZ, MID or END RVR is less than 800 m and/or the cloud ceiling is less than 200ft.The implementation of LVP shall be intimated to:

a) Duty officer, Tower, AAI

b) Approach Controller, AAI

c) Shift Supervisory Officer (SSO), AAI

d) Duty MET Officer

e) Duty Manager (DM) Apron Control, JIAL

2.7.2 DM Apron Control will inform about implementation of LVP to all the previously

notified agencies/stakeholders about the safeguarding procedure.

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

a) Airport Rescue & Fire Fighting Services (ARFF); and

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

2.8 TERMINATION OF LOW VISIBILITY PROCEDURES (LVP) AND SAFEGUARDING PROCEDURE (SP):

2.8.1 WSO may terminate LVP when 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.

Note: WSO should consult Meteorological Office for forecast before cancelling LVP.

2.8.2 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.

2.8.3 On cancelling LVP, Aerodrome Control shall include it in the subsequent two ATIS broadcasts that “LOW VISIBILITY PROCEDURES ARE CANCELLED”.

2.8.4 Duty officer, Tower will inform DM Apron Control, who will advise all the previously notified personnel to resume normal operations.

3. LOW VISIBILITY ATC PROCEDURE

3.1 Aerodrome Control Procedures

3.1.1 During LVP the Tower controller will:

a) Check the status of ILS;

b) Check the lighting is correctly selected and operating properly;

c) Check RVR display

d) Check SMR (for operations below RVR 350 m)

3.1.2 Action by aerodrome controller during LVP Operations

a) landing clearance to aircraft not later than 2NM from touchdown.

b) Landing clearance shall not be issued until:

i) 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.

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

c) 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.

d) Inform changes in RVR readings to the landing aircraft as required.

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

f) Inform pilots of all failures of ILS, lighting system, transmissometers relevant to ILS CAT II/ CAT III Low Visibility Operations.

g) Initiate emergency action if aircraft on CAT II/CAT III ILS is not seen (on radar display or otherwise) or is not in radio contact, as expected.

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

3.2 Surface movement Control Procedures

During the period the Low Visibility Procedures are effective the Surface Movement Controller shall monitor all surface movement of aircraft and vehicles on the manoeuvring area. Protection of ILS critical & sensitive areas must be ensured.

3.2.1 Departure procedure:

a) Only one aircraft on each apron (Apron B, C, & D) shall be given pushback at any given time. Aircraft on apron D (bay 22-40) may expect delay due only one taxiway shall be used for in and out.

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

b) Only one aircraft should be given taxi for departure from any apron at given time.

c) Hand over only one aircraft at a time to Tower Controller.

d) Taxi routing for departures RWY 26- Taxi to CAT II/III holding position RWY 26 via TWY M, S, U, U1, Q from stand No. 9 to 16 for up to code C aircraft and via TWY M, S,U, R for code D & E aircraft. Taxi routing from isolation parking stand to CAT II/III holding position RWY26 is via M3, U, R.

e) Taxi routing for departures RWY 26- Taxi to CAT II/III holding position RWY 26 via TWY T, U, cross S, U, U1, Q from stand No. 22-40. SMC controller should judiciously give taxi instructions using ASMGCS if there is any arrival on RWY 26 as TWY T is hot spot. Both Taxiway V & T cannot be used simultaneously.

f) RWY 08 may be used for departures, if requested by airline subject to no arrivals.

g) Taxi instructions and essential traffic information should be passed in a clear and concise manner.

3.2.2 Arrival Procedure:

a) Pilots shall report RWY vacated when aircraft is clear of the ILS sensitive area.

b) After landing on RWY 26 vacate via TWY T or TWY U and then taxi to parking stands 9 to 16 and isolation parking stand via TWY T, M or TWY U, Cross T, M as applicable.

c) After landing on RWY 26 vacate via TWY T or TWY U and then taxi to parking stands 22 to 40 via TWY T, or TWY U, T 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.

3.2.3 Follow me service:

When RVR reduced to less than 550 m, ‘Follow me’ service will be provided to arriving/departing aircraft ‘on request’.

3.2.4 Vehicular Movements

When RVR is less than 800 m vehicle movement should be restricted.

a) Only operationally essential vehicle duly authorized by Surface Movement Control/ Duty officer, Tower should be permitted to operate on the manoeuvring area.

b) Permit only the vehicles equipped with VELO in the manoeuvring area during LVP operations.

c) However, other vehicles crossing taxiways on service road shall be regulated by official of Airside Operations, JIAL by deploying manpower. These vehicles shall remain outside the ILS (LOC & GP) Critical & Sensitive Area.

3.3 APPROACH SURVEILLANCE CONTROL PROCEDURE

a) Inform TDZ RVR to arriving aircraft and in addition:

i) For CAT II operations - If TDZ RVR is below 550m then MID RVR shall also be passed.

ii) For CAT III operations - If TDZ is below 300m, then MID & End RVR readings shall also be passed.

b) Vector the aircraft to intercept the localizer not less than 10NM from touchdown.

c) Not subject an aircraft to any speed control when within 20NM from touchdown.

3.4 EQUIPMENT FAILURE TO BE REPORTED

3.4.1 Should the performance of any visual or non-visual aid deteriorate below the level promulgated, ATC shall inform pilots immediately (Annex 11, Chapter 4, 4.2.1 d)). This information shall also be passed to the approach control unit (Annex 11, Chapter 7, 7.2); in addition, it should be reported to any other appropriate organization (PANS-ATM, 7.12.5.e) and these deficiencies should be published by NOTAM.

3.4.2 It is important that the information passed by ATC to pilots is clear and unambiguous. In order to meet the needs of the pilots in determining the effect of the failure on the operation, ATC should report the failure in terms of the category of operations which the ILS/MLS/GBAS can support (CAT I, II or III). As a general rule, a change in the category of operations which the ILS/MLS/GBAS can support (CAT I, II or III), and changes in the status of the aerodrome lighting, ancillary equipment and the RVR assessment equipment, shall be reported to the pilot (Annex 11, Chapter 4, 4.2.1 d)).

SYSTEM CONSIDERED	FAILURE TO BE REPORTED ON RTF BY ATC
ILS (Where used for guided take-off)	ILS downgraded to CAT II ILS downgraded to CAT I ILS out of service Glidepath out of service
RVR	Touchdown RVR system unserviceable (Other) RVR systems unserviceable
LIGHTING SYSTEMS	Runway lighting unserviceable Standby power supply unserviceable Runway centre line lighting unserviceable Runway edge lighting unserviceable Taxiway lighting system unserviceable
ANCILLARY	Stop bars unserviceable

4. ACTIONS BY VARIOUS AGENCIES

4.1 Before commencement of winter season, a meeting will be held by Head Airside Ops, JIAL/ Airport Director, AAI 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.

4.2 All the agencies shall ensure that staff and drivers are suitably trained during CAT III operations.

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

4.4 Airport Rescue and Fire Fighting Services (ARFF): The ARFF shall be on Weather Standby Position whenever LVP are in force. Following pre-determined positions will be taken by ARFF vehicles when LVP are in force which are also depicted in the Emergency Response Grid Map (enclosed)

a) In front of Main Fire station near the approach road to runway.

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

4.5 Shift Supervisory Officer (SSO)

4.5.1 On receipt of ‘Forecast for LVPs’ from the WSO/ Duty officer, Tower, SSO/Duty Officer (Equipment Room) will check the status of:

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

b) Indicators in the ATC units

c) ASMGCS

4.5.2 Inform WSO/ Duty officer, Tower of any unserviceability in the equipment which is likely to affect ILS CAT II/CAT III operation.

4.5.3 On receipt of ‘Advisory Message’ from WSO/ Duty officer, Tower that LVPs are to be made effective: SSO/Duty Officer (Equipment Room) will continuously monitor the performance of ILS system, ASMGCS system and intimate WSO/ Duty officer, Tower of any unserviceability which may affect ILS CAT II/CAT III operations.

4.6 Duty Officer-Meteorology

4.6.1 Duty Met. Officer would issue a forecast for ‘Low Visibility Procedures’ to the Watch Supervisory Officer WSO/ Duty officer, Tower whenever he expects that the RVR RWY 26 and/or cloud ceiling will fall below 800 m and/or 200 ft or less respectively.

4.6.2 Whenever the Duty Met. Officer anticipates that RVR RWY 26 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/ Duty officer, Tower to this effect.

4.6.3 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/ Duty officer, Tower, advise him about such improving weather conditions for the purpose of termination of LVP operation.

4.6.4 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.

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

4.7.1 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 vehicles towards RWY 26 except AAI operational vehicles and JIAL Operational Vehicles fitted with R/T and Transponders and operating with prior clearance.

4.7.2 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 Apron Control.

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

4.8 Electrical Maintenance: On receipt of advice to implement Low Visibility Procedures from Apron Control, JIAL, Electrical Section will:

4.8.1Check in following aerodrome ground lighting associated with RWY 26 is serviceable and can be operated at full intensity.

4.8.1.1Approach lighting system.

4.8.1.2Runway Edge lights

4.8.1.3Runway threshold and end lights

4.8.1.4Runway centre line lights

4.8.1.5Runway touch-down zone lights

4.8.1.6Stop Bar lights

4.8.1.7Taxiway edge lights

4.8.1.8Taxiway centre line (shall be made available).

4.8.1.9Taxi holding position lights.

4.8.1.10Runway clearance light Note: No adjustment of light intensities shall be made without permission from Control Tower.

4.8.2 Inform the serviceability of above visual lighting aids to WSO/ Duty officer, Tower /DM Apron control, JIAL.

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

4.8.4 Ensure that Constant Current Regulator (CCR) is manned and position himself at New Powerhouse for standby power supply requirements.

4.8.5 Coordinate for regular inspection of aerodrome ground lighting and inform the unserviceability or any change in status of any facility/systems to WSO/ Duty officer, Tower immediately.

4.9Apron Control, JIAL

4.9.1 DM Apron control will coordinate with various agencies and will ensure that airport is safeguarded for low visibility operations and will intimate the same to aerodrome control Duty officer, Tower /WSO.

4.9.2 After initiation of Safeguarding Procedures DM Apron Control shall ensure that no unauthorized vehicle/person enters or is present in the sensitive/critical areas of localizer and glide path.

4.9.3 DM Apron Control will coordinate with TWR Supervisor for slots available for runway inspection. They will facilitate runway inspection as and when requested by ATC.

4.9.4 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.

4.9.5 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 III Low Visibility Operations are in progress.

4.9.6 DM Apron control shall ensure that the ILS (LOC & GP) Critical and Sensitive Areas are guarded or secured by Retro Reflective Marker and barricaded tape behind LLZ antenna on RWY 08 perimeter road.

4.9.7 DM Apron control shall ensure that the vehicular traffic/Cargo movement from Terminal 2 to Terminal 1 or vis-versa through designated route as below:

4.10 ACTIONS BY OTHER AGENCIES AT AIRPORT: Airlines, Re-fuelling Companies, Catering Agencies, Airport Police, Customs, Immigration & Health.

4.10.1 All agencies operating in the operational area shall ensure that minimum number of their vehicles, as are absolutely essential for aircraft operations, operate in the operational area.

4.10.2 The drivers of these vehicles should keep a look out for taxing aircraft and other vehicles to prevent incident/ accidents.

4.10.3 During CAT II/III operations only vehicles equipped with serviceable VELO shall be permitted to operate in manoeuvring area.

4.10.4 All the vehicles must have their VELO/obstruction/ anti-collision lights “ON” during operation of low visibility procedures.

4.10.5 Follow all instructions/sign boards provided on vehicular movement area/ service roads.

4.10.6 No vehicle/equipment/personnel shall enter in and around the vicinity of the Runways or taxiways during time of LVP.

4.11 LIGHTING INSPECTION PROCEDURE

a) The appropriate aeronautical ground lights must be inspected during the hour preceding implementation of LVP and thereafter every subsequent two-hour period. AGL Shift Supervisor shall carry out close monitoring of serviceability of AGL through monitoring system. The lighting inspections should be accorded high priority and for this purpose aircraft operations may have to be delayed if necessary.

b) DM Apron Control shall be responsible for organizing inspections of the relevant aeronautical ground lighting.

c) To ensure minimum delay in completing the inspection, DM Apron Control should make separate team to inspect the associated taxiways and apron and landing RWY area in opposite direction of RWY in use and confirm that they (inspection team) are clear of Runway / taxiway / apron to ATC.

VIJP

AD 2.21

NOISE ABATEMENT PROCEDURES

NIL

VIJP

AD 2.22

FLIGHT PROCEDURES

I. 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 ATS surveillance system 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/ serviceable Transponder 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 experienced 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 26 shall be considered as assigned runway for such arrival.

ii. In case of departures from Jaipur returning due to RCF, the runway in use at the time of departure shall be considered as assigned runway for landing. (Example- Runway in use 26 and if aircraft departed from Runway 08 then assigned runway will be Runway 26 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 is 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 08 in case of assigned Runway 26.

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 transmitting the RCF contingency through ADS-B avionics./Transponder whichever is later.

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 Runway26 & JP402 for Runway 08 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 / Transponder ;

b) Then proceed direct to JJP VOR descending to FL110 or last assigned level/altitude whichever is lower ;

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 / Transponder 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 at Jaipur Airport shall:

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

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 / Transponder, 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.

II.

1. APCH CTL Surveillance services using PSR/MSSR/ADS-B in integrated mode are provided WI The jurisdiction of Jaipur APCH CTL to suitably equipped ACFT WI coverage area of Jaipur PSR/MSSR/ADS-B on VHF 125.250MHZ and standby 119.750MHZ between 0200-0930, 1045-1700 on MON - SAT, 0200 - 1700 UTC on SUN .ADS-B/SSR equipped aircraft flying within Jaipur Approach Control to comply with relevant provisions.

2. ATS Surveillance services are provided between 0430 to 1230 UTC to suitably equipped aircraft on opportunity basis within the coverage area of Jaipur ADS-B sensors in the jurisdiction of Jaipur Area control. . SER may be available beyond such time subject to availabity of manpower .ADS-B equipped aircraft flying within Jaipur Area 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.

ii. Inset lights installed at RWY 26 Dumbell 210 M . Dumbell available as Turn Pad.

iii. Turn pad for intermediate departure RWY 26 is available, the details of this turn pad is as below:

(a) LCA: 710M from beginning RWY 26 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 26 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 26 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, 22 to 40 and Isolated aircraft

parking position at Apron B.

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 26 and other TWYs:

RWY	TAXIWAY	TORA(M)	TODA(M)	ASDA(M)
26	INTERMEDIATE TURN PAD	2697	2697	2697
26	R	1681	1681	1681
26	S	1186	1186	1186
26	Q	2303	2303	2303
08	U	3396	3396	3396
08	T	2916	2916	2916
08	S	2221	2221	2221
08	R	1726	1726	1726
08	Q	1127	1127	1127

ix. OFZ established and OFZ is free from obstacles.

x. RWY 08/26 is not available due to routine maintenance work from Monday to Saturday (except Sunday) from 0900 UTC

to 1100 UTC. In case of VIP Movement/Diversion/Emergency runway will be made available within 20 minutes.

xi.The Isolated aircraft parking position is provided with AVDGS, Stand Identification Signage and stand manoeuvring

guidance lights.

xii. Details of Taxiways Width, Surface and Strength etc.

Designation	Width / Shoulder	PCN	Length / Location	Lighting System	Remarks
M	23 M/10.5 M	91/R/B/W/T	1127m / from centreline of TWY T to beginning of TWY M1	Edge and centreline light	Up to Code E aircraft
TXL M1	15 M/10.5 M	91/R/B/W/T	247 m / From End of TWY-M to end of TWY M1.	Edge Light provided	Up to Code C aircraft
M3	23 M/10.5 M	91/R/B/W/T	80m from centreline of TWY M to centreline of TWY U.	Edge and centreline light	Link taxiway between TWY M and TWY U up to Code ‘E’ aircraft.
Q	23 M/10.5 M	91/R/B/W/T	182.5m (from runway centreline to centreline of TAXIWAYU1)/Link Taxiway between TWY U1 & RWY 08/26	Edge and centreline light	Up to Code C aircraft
R	23 M/10.5 M	91/R/B/W/T	182.5m (from runway centreline to centreline of TAXIWAYU1)/ Link Taxiway between TWY U1 & RWY 08/26	Edge and centreline light	Up to Code E aircraft
S	23 M/10.5 M	91/R/B/W/T	262.5m (from runway centreline to centreline of TWY M)/ Link Taxiway between TWY U, M and RWY 08/26	Edge and centreline light	Up to Code E aircraft
T	23 M/10.5 M	91/R/B/W/T	1117m (from edge of RWY) / Through Taxiway on North Side of RWY and Connecting TWY U, M , V and RWY 08/26	Edge and centreline light	275m from the Edge of RWY Up to Code E aircraft and remaining 842m for Up to Code C’ Aircraft
U	23 M/10.5 M	71/F/B/W/T (from RWY 08 beginning to TWT T) 91/R/B/W/T (between TWY T and TWY Q)	1825m/ On North side of RWY from beginning of RWY 08 to centreline of link TWY R	Edge and centreline light	Up to Code E aircraft. Length of Parallel portion of TWY U is 1665m
U1	23 M/10.5 M	91/R/B/W/T	615m/ On North side of RWY from centreline of link TWY R to centreline of link TWY Q	Edge and centreline light	Up to Code C aircraft
V	23 M/7.5 M	71/F/B/W/T	300m / West of TWY T Connecting Parallel TWY U & TWY T	Edge and center line light provided	Up to Code ‘C’ aircrafts

VIJP

AD 2.24

CHARTS RELATED TO AN AERODROME

1.	Aerodrome Chart (21 March 2024)
2.	Aircraft Parking/Docking Chart - Apron C (16 May 2024)
3.	Aircraft Parking/Docking Chart - Apron D
4.	Aircraft Parking/Docking Chart- Apron A and B
5.	Aerodrome Chart (Hot Spot) (21 March 2024)
6.	Aerodrome Obstacle Chart Type A (Operating Limitations) RWY 08 (21 March 2024)
7.	Aerodrome Obstacle Chart Type A (Operating Limitations) RWY 26 (21 March 2024)
8.	Precision Approach Terrain Chart (21 March 2024)
9.	Instrument Approach Chart - ILS (Z) Procedure RWY 26 (21 March 2024)
10.	Instrument Approach Chart - ILS (Y) Procedure RWY 26 (21 March 2024)
11.	Instrument Approach Chart - ILS CAT II/IIIA/IIIB (DME Required) RWY 26 (21 March 2024)
12.	Instrument Approach Chart - VOR Procedure RWY 08 (21 March 2024)
13.	Instrument Approach Chart - VOR Procedure RWY 26 (21 March 2024)
14.	ATC Surveillance Minimum Altitude Chart
15.	Instrument Approach Chart - ILS CAT III Critical & Sensitive Area RWY 26 (13 June 2024)
16.	Instrument Approach Chart - RNP Y Procedure RWY 08 (21 March 2024)
17.	Tabular Description - RNP Y Procedure RWY 08 (21 March 2024)
18.	Instrument Approach Chart - RNP Y Procedure RWY 26 (21 March 2024)
19.	Tabular Description - RNP Y Procedure RWY 26 (21 March 2024)
20.	Standard Departure Chart - Instrument, RNAV1 (GNSS), RWY 08 (21 March 2024)
21.	Standard Departure Chart - Instrument, RNAV1 (GNSS), RWY 08-Coding Table 1 (21 March 2024)
22.	Standard Departure Chart - Instrument, RNAV1 (GNSS), RWY 08-Coding Table 2 (21 March 2024)
23.	Standard Departure Chart - Instrument, RNAV1 (GNSS), RWY 26 (21 March 2024)
24.	Standard Departure Chart - Instrument, RNAV1 (GNSS), RWY 26-Coding Table 1 (21 March 2024)
25.	Standard Departure Chart - Instrument, RNAV1 (GNSS), RWY 26-Coding Table 2 (21 March 2024)
26.	Standard Arrival Chart - Instrument, RNAV1 (GNSS), RWY 08 (21 March 2024)
27.	Standard Arrival Chart - Instrument, RNAV1 (GNSS), RWY 08-Coding Table 1 (21 March 2024)
28.	Standard Arrival Chart - Instrument, RNAV1 (GNSS), RWY 08-Coding Table 2 (21 March 2024)
29.	Standard Arrival Chart - Instrument, RNAV1 (GNSS), RWY 08-Coding Table 3 (21 March 2024)
30.	Standard Arrival Chart - Instrument, RNAV1 (GNSS), RWY 26 (21 March 2024)
31.	Standard Arrival Chart - Instrument, RNAV1 (GNSS), RWY 26-Coding Table 1 (21 March 2024)
32.	Standard Arrival Chart - Instrument, RNAV1 (GNSS), RWY 26-Coding Table 2 (21 March 2024)
33.	Standard Arrival Chart - Instrument, RNAV1 (GNSS), RWY 26-Coding Table 3 (21 March 2024)
34.	Waypoint Information RNAV-1 SIDs and STARs RWY 08 & 26 (21 March 2024)
35.	RNAV1 Holding Waypoints (21 March 2024)

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

NIL

BACKUP FREQ.

NIL

--

STANDBY

MAIN

H24

NIL

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*