1. Limitations on use of aerodrome

1.1 Restricted to ACFT capable of maintaining two way communications with Lisboa TWR.

1.2 Landing and/or take-off is forbidden by Law between 00:00 (23:00) and 06:00 (05:00), except in case of force majeure. However, according to governmental deliberation, exception regime has been granted for Lisboa Airport in which landing and/or take-off are allowed in a limited number.

1.3 Night restrictions are now applicable at LISBOA AIRPORT between 00:00 / 06:00 (23:00 / 05:00). This restriction is only applicable to civil subsonic jet aeroplanes with a maximum certificated take-off mass of 34000KG or more, or with a certified maximum internal accommodation for the aeroplane type in question consisting of more than 19 passengers seats, excluding any seats for crew only.

The authorisation for air movements during this period is conditioned to:

1.3.1 The maximum number of movements allowed (26 daily, 91 weekly),

1.3.2 The noise level of the aircraft concerned, in compliance with ICAO,

1.3.3 Aircraft authorised to land during the night period are strictly forbidden to reverse thrust right after landing,

1.3.4 The operating restrictions set out in Item 1.3.1 shall not apply to the following cases of force majoeure:

1. Aircraft operating humanitarian emergency or evacuation missions,
2. Aircraft to come across urgent situations, taking in account weather, technical failure or flight safety reasons,
3. Air movements subject to an unforeseen schedule alteration due to abnormal disturbance within Air Traffic Control.
4. Air movements operated up to 01:00 which were actually scheduled for periods up to 00:00, due to delays for which neither the Airport Management Company nor the Operator were to blame,
5. Air movements from / to Autonomous Regions of Madeira and Azores, due to meteorological conditions,
6. Landings operated during the period comprised between 05:00 / 06:00, due to weather reasons, as far as the arrival had been scheduled for a time after 06:00.

1.3.5 For the purpose of compliance with provision of Item 1.3.2 above, the operator shall, when applying for a slot provide the information contained in the aircraft manufacturer’s noise certificate.

1.3.6 Noise abatement procedures during approach, landing and take-off shall comply with standards and procedures set in ICAO PANS OPS Volume I and Portuguese AIP.

1.3.7 Aircraft authorised to land and take-off shall comply with technical characteristics according to ICAO Annex 16 Volume I, Chapter 34 and Portuguese AIP:

1. For Landing: Approach to landing MS 9 equal x EPNDB
2. For Take-off: (take-off PS side-line) / 2 equal x EPNDB.

Note: Information contained in the ACFT manufacturer’s noise certificate.

1.4 Air movements considered to be of public interest are not defined as a case of force major and have to be previously and exceptionally authorised by the Autoridade Nacional da Aviação Civil (ANAC) according to Decree Law 293/2003 of 19 November.

1.5 For request of Airport Slots see page GEN 1.2 - 1.2.2

1.6 Due to the actual high demand of traffic inbound Lisboa AD and surrounding aerodromes (LPAR-Alverca, LPCS-Cascais and LPMT-Montijo), the practice of instrument approach to LPPT-Lisboa for training and/or for instruction is not allowed in normal circumstances. Exceptions can be accepted after coordination with the Approach supervisor on duty and subject to analysis.

1.7 Penalties for non-compliance with slot allocation rules during the night period:

See Section GEN 1.2.2.1.2

2. Radio communication

Continuous two-way as prescribed in Airspace Classification C possessions (see ENR 1.4 - 1.4.2). After Take-off all aircraft shall contact Lisboa Approach when passing 1000FT QNH, unless otherwise instructed by Lisboa Tower.

In order to reduce the frequency occupancy in Lisboa APP/TMA Sectors, pilots are requested:

• Departures: On first contact with APP report only the Callsign and Altitude.

• Arrivals: On first contact with Lisboa Terminal Control report only the Callsign, Cleared Flight Level and STAR
  .

3.1 Surveillance

Lisboa Airport is equipped with a Surface Surveillance System using Mode-S Multilateration:

1. Aircraft operators intending to use Lisboa Airport shall ensure that the Mode S transponders are able to operate when the aircraft is on the ground.
2. Pilots shall select Auto Mode and assigned Mode A code. If Auto Mode is not available select ON and assigned Mode A code:
   • from the clearance for push-back or taxi whichever is earlier;
   • after landing, continuously until the aircraft is parked on stand;
   • when parked on stand select STBY or OFF.
3. Whenever the aircraft is capable of reporting aircraft identification, the aircraft identification should be entered from the request for push-back or taxi whichever is earlier (through the FMS or the transponder control panel). Air Crew must use ICAO defined format for entry of the aircraft identification.
4. To ensure that the performance of systems based on SSR frequencies (including airborne TCAS units and SSR radars) is not compromised, TCAS should be selected when approaching the holding point. It should then be deselected after vacating the runway.
5. For aircraft taxiing without flight plan, Mode A code 2000 should be selected.

3.2 ATC Clearance

Enroute clearance shall be requested to Lisbon Delivery no earlier than 25 minutes prior to EOBT or CTOT as applicable, and not after 10 or 5 minutes, respectively. Ready messages must be requested over RTF at all times. Thereafter clearance via DCL will be available according to the aforementioned time window.

The enroute clearance will contain:

• Clearance limit: destination aerodrome;
• Standard instrument departure (SID);
• SSR code;
• CTOT (if applicable).

Additional information about ATIS information, RWY in use and QNH setting (in free text) will be provided.

Enroute clearance may be requested by means of a data link departure clearance (DCL) service. DCL service implementation is based on EUROCAE Document ED-85. The following procedures apply:

1. The pilot sends a request for enroute clearance downlink (RCD) at the above mentioned times interval. Free text contained in RCD will not be made available to ATC. Any specific requests shall be transmitted by voice.
2. A flight system update link message (FSM) will be transmitted automatically:
   1. If the RCD is accepted, a departure clearance uplink message (CLD) will be issued;
   2. If the RCD is rejected, the pilot shall revert to RTF procedures.
3. The pilot shall acknowledge the enroute clearance by means of a departure clearance readback downlink within CDA-Parameter (customizable time limit, ex. 5MIN). Otherwise, a negative FSM will be issued.
4. When the CDA is processed successfully, a positive FSM will be issued to mark the end of the procedure.

After receiving a clearance via DCL service, pilots shall monitor the published frequency for Lisbon Clearance Delivery and advise when ready for start and/or pushback.Regardless of the clearance source, departing aircraft must report their stand number, QHN and identification letter of the received ATIS information to Lisbon Clearance Delivery when fully ready for pushback and start up. In case of doubts or system related difficulties RTF procedures shall be resumed. Any clearance issued by RTF always supersedes a clearance transmitted by DCL service.

Notes

If runway 20 is in use, advise Lisbon Delivery before pushback of the intended intersection for departure.

If unable to comply with a crossing condition prescribed in the SID or other restrictions as broadcasted by ATIS, advise Lisbon Clearance Delivery on the published frequency.

In case of need to revert to RTF for ATC Clearance, the following procedures apply:

Till 10 minutes prior to EOBT, departing traffic shall contact Lisboa Delivery, Lisboa Ground or Lisboa Tower, as announced by ATIS.

This contact with ATC is to inform / receive:

1. Parking Position
2. ATIS ACK;
3. ATC clearance which includes:
   • aircraft identification;
   • clearance limit, normally destination aerodrome;
   • designator of the assigned SID, if applicable. When receiving the designator of the assigned SID, pilots shall comply with the published SID vertical profile; and
   • any other necessary instructions or information not contained in the SID description, e.g. CTOT.

If ATIS not available, traffic shall contact Lisboa Tower between 22:00-07:00 (21:00-06:00) and Lisboa Delivery or Lisboa Ground between 07:00-22:00 (06:00-21:00).

Note: Start-up of flights affected by ATFM measures are to observe the stated in ENR 1.9 - 1.9.6.

3.3 Airport Collaborative Decision Making (A-CDM) Procedures

Lisbon Airport-Humberto Delgado is directly connected with the Network Manager Operations Centre (NMOC) to transmit flight update data messages (Collaborative Management of Flight Updates). Departure Planning Information messages (DPI) contain, among others, the estimated take-off time, which the NMOC takes into account for predictions of traffic enroute and for the allocation of ATC slots. Update the TOBT and/or the EOBT is beneficial to the airlines to obtain a more optimized calculation of the CTOT.

The different types of DPI messages are:

• Early Departure Planning Information (E-DPI)
• Target Departure Planning Information (T-DPI), t or s
• ATC Departure Planning Information (A-DPI)
• Cancellation of previous message (C-DPI)

In case connection problems to the NMOC, the procedures stated below still apply, as A-CDM procedures in local mode.

3.3.1 Flight Plan Validation Incoming ATC flight plans for departures are validated with regard to their airport slots, i.e. the scheduled off-block times (SOBT). The estimated off-block time (EOBT) must correspond to the SOBT. If the SOBT deviates from the EOBT, the relevant contact person will be informed and advised (via email) to adjust the times accordingly.

3.3.2 Target Off-Block Time (TOBT)

The TOBT represents the time that an Aircraft Operator or Handling Agent estimates to be ready to leave the stand. Accurate TOBT management is therefore a prerequisite for a punctual departure. TOBT at Lisboa Airport is firstly calculated at the CDM Platform until AO/Ground Handlers (GH) send an update (manually or via interface). Only confirmed TOBT are accepted and sent to ATC systems, as 30 minutes prior to TOBT time; If the TOBT cannot be respected, it must be corrected or re-entered by the person/system responsible for the TOBT. It has to be updated when deviations of more than 5 minutes (+/-) become obvious. For deviations of 15 minutes or more it will still be mandatory to send a delay message (DLA) to the Network Manager Operations Centre (NMOC).

3.3.2.1 Changes on TOBT values and/or status

After TOBT being sent to ATC, changes on TOBT only occur after a Target Start-Up Approval Time (TSAT) release or a TOBT cancelled which is marked as a TOBT D. The new TOBT must be at least 5 minutes later than the current time. If a flight is to be taken out of the TOBT/TSAT calculation, the TOBT is to be cancelled. The TOBT must be re-entered by the person/system responsible for the TOBT. If the aircraft is changed, a change message (CHG - type/registration) must be sent. In this case, the TOBT remains in effect and is allocated to the new aircraft.

3.3.2.2 Regulated and Non-regulated Flights

Take-off parameters for regulated and non-regulated flights are respectively [-5’;CTOT;+10’] and [-15’;ETOT;+15’]. In case TOBT generates a Target Take-Off Time (TTOT) that is outside take-off parameters, TWR system will react according to the following:

• if the TTOT associated with the TOBT is earlier than the take-off parameters, TWR system will calculate a TSAT for the earliest possible TTOT within take-off parameters;
• if the TTOT associated with the TOBT is later than the take-off parameters, TWR system will release a TSAT equal to the TOBT, combined with an error message “TSAT-1 – possible TSAT not ok”; a DLA or a new CTOT is expected in order to grant start-up approval.

3.3.3 Target Start-up Approval Time (TSAT)

The TSAT is the target time for start-up approval according to the A-CDM procedure. The TSAT is the time provided by departure traffic management system. The system calculates for every departure the best possible start-up and/or off-block time to reduce queuing times at the runway, while maintaining a high runway utilization. The TSAT is calculated by taking into account TOBT, ETOT/CTOT, SID, departure fix, wake turbulence category, aircraft type, and variable taxi times from the parking position to the departure RWY, considering always the earliest possible TTOT. The latest time for the TSAT calculation is up to 5 minutes after TOBT is sent to TWR. If TSAT is not received within 5 minutes, the person responsible for the TOBT should call A-CDM Monitoring Position (contact: +351 218413532).

3.3.4 Start-up and Push-back procedure

Start-up approvals and push-back clearances are issued taking into account the TOBT and TSAT only. The sequence of the start-up request is no longer a factor. The following rules apply:

• The aircraft has to be ready for start-up at TOBT.
• The pilot must request start-up approval within the time period of TSAT +/-5 minutes.
• A new TOBT is compulsory if TSAT + 5 minutes is exceeded; otherwise start up approval may not be granted, and TSAT will be cancelled.
• Ground will issue the start-up approval depending on the TSAT and the current traffic situation.
• The push-back/start-up procedure has to be initiated no later than two (2) minutes after the start-up approval has been issued.

3.3.5 A-CDM Alerts

An alert mechanism monitors expected upcoming events to trigger data updates and consistency. These alert messages will be either displayed at the CDM Platform Human-Machine Interface (HMI) and/or sent to the responsible partner, via email and/or interface, to react onto the alerts as required.

3.4 Push-back and start-up procedures

All aircraft shall contact Lisboa Ground or Lisboa TWR (when Lisboa Ground is closed) for push-back and/or start-up Clearance. Aircraft outgoing from a nose-in stand only allowed when towed. Use of reverse thrust (power back) for manoeuvring from a stand is not permitted.

Starboard engine allowed running in “Hotel Mode” for turbo-propeller aircraft while parked in Stand, during ground rotation, if GPS not available or inadequate and for Safety reasons. If ACFT engine is running in “Hotel Mode” a crew member shall remain in the cockpit at all time.

Reverse thrust on propeller or jet engine as assistance on aircraft stopping during parking procedures, is not permitted, except for safety reasons to be justified.

Engine start-up is allowed in nose stands during push-back.

• Whenever an ACFT is inoperative or not available, one engine start-up is permitted on a nose-in stand before starting the push-back manoeuvring; in this circumstance Lisboa GND or Lisboa TWR must be advised and the start-up procedure will be assisted by follow-me.

Anti-collision lights must be activated whenever engines are operating and during push-back manoeuvre. Exception applicable for turbo-prop aircraft operating engine nr. 2 in “Hotel Mode” while parked in stand.

Restrictions

Aircraft Stands Limited
All aircraft, intending to operate single engine TAXI-IN, must consider in due time if able to shut down port side engines before having GPU or Ground Power System available on Stand. If unable due aircraft APU INOP starboard side engines shall then be maintained running instead of port side engines which must be shut down immediately upon aircraft on stand stops taxiing.

Engine cross-bleed starts are not allowed during push-back manoeuvres.

1. APRONS 10, 11, 12 and 14
   • Be aware when pushing from Stands 106, 107, 108, 116, 117, 122, 123, 125, 126, 141 and 142, to not infringe clearance areas of TWY M1, Y, G1 and W2.
   • Pilots are to use, minimum power necessary when manoeuvring on Taxilanes A1,A2 and A3. This is of utmost importance specially when turning to cross or enter onto TWY T1, T2, T3 via TWY M1, Y and G1, due to jet blast hazard affecting Apron Stands and vehicle movements on service roads adjacent to TWY A1, A2, and A3.
   • Except for safety reasons, multi-propeller aircraft must have port engine propellers fully stopped before entering Apron Sands.
   • Allowing the aircraft to move backwards on any Stand by releasing aircraft brakes, and without the assistance of a push-back tug, or power push device connected to the aircraft, is strictly forbidden.
2. APRON 14
   • Aircraft pushing back from Stand 146 shall be pushed along the full length of the Stand maintain alignment with the lead-in line of the Stand until reaching TWY A5 and Taxilane W1 intersection. From there a Pull-ahead manoeuvre shall be executed placing the aircraft over A4 TWY centreline.
   • Aircraft with wingspan above 58M entering stands on apron 14 shall consider that wing tip clearance may be reduced to a minimum of 4,5M if adjacent aircraft is the critical one for that stand.
   • Pilots shall confirm alignment with azimuth guidance before cross information marking “REDUCED CLEARANCE”.
3. APRON 20
   • Aircraft must be stopped in taxilane Z2 with the aircraft aligned parallel to the terminal, in order to avoid the effects of jet-blast on apron 20.
4. APRON 30
   • Normal Visibility Operations (NVO) Traffic for all Runways
     1. Push-back must place the Aircraft at the dedicated axis only for push-back purpose (see graphic below) compulsory within the trapezium delimited with 2 dash lines (North and South); one to grant the clearance of Taxiway U1 designated clearance U1 and the second to grant the clearance of Taxiway N1 designated clearance N1. Both these dash lines are distant from the Centre Line of Taxiways U1 and N1 47.5M. The other 2 limits are delimited with the axis of Taxiway V and the safety line of Stands 301and 302. From Stand 301 the push-back manoeuvre must place the Aircraft at the dedicated axis inside the lines of the clearance U1 and N1, nose faced South.
     2. From Stand 302 the push-back manoeuvre must place the aircraft at the dedicated axis inside the lines of Clearance U1 and N1, nose faced North. This Stand is provided with dotted lines in white for push-back manoeuvre track.
   • Low Visibility Operations (LVO) Traffic for Runway 20
     1. All push-back must place the Aircraft at Taxiway V axis nose faced South.
5. APRON 42
   • In LVO push-back from Stands 424, 425 and 426 shall be assisted by Follow-Me Vehicle on TWR request to grantee TWY U1 and P clearance.
6. APRON 50
   • When Aircraft with a wingspan superior to 65M are exceptionally parked on this Apron, they should always enter and exit through Taxiway M2 assisted by Follow-Me Vehicle while taxiing on Apron Taxilane J.
   • Aircraft faced North at Aircraft Stand Taxilane J must only initiate taxiing after clearance for entering Taxiway Q2. Stoppage is not allowed to avoid jet blast at Stand 506.
7. APRON 60
   • Apron Taxilane F restricted to aircraft with wingspan up to but not including 36M (ICAO Code C). Larger aircraft shall use TWY G2 for TAXI and ground manoeuvring.
   • Apron not provided with A-VDGS. Aircraft destination Stands 600 to 609 shall proceed only under Follow-me assistance or Airport Marshall instructions.
8. APRON 70
   • On 701, 702, and 703 positions (nose out) ACFT will have direct entrance through TWY A5 and the departing manoeuvre will be autonomous through Taxilane D and via Taxilane W1.
   • On position 704 (nose-in) the ACFT will entry by Taxilane W1 and Taxilane D, the departing manoeuvre will be done with push-back and pull-ahead to the breakaway zone of Taxilane D with the nose facing South, where, after the push-back unleashed, the ACFT will begin taxiing by its own means to Taxilane W1 under TWR instructions.
   • Pilots are to use MNM PWR necessary when manoeuvring on this Apron. This is of utmost importance when break away from Stands 701, 702 and 703 and manoeuvring to exit Apron, where jet blast can affect adjacent Stands and vehicles on apron service roads.

Figure 1.  APRON 30 EXITS:

../graphics/eAIP/LP_AD_2_LPPT_aprons_30_clearance.pdf

3.5 Areas not seen by Tower

Stands of Aprons 10, and 11 not seen by Tower are: 104, 105, 106, 107, 108, 114, 115, 116 and 117

../graphics/eAIP/LP_AD_2_LPPT_areas_not_seen_by_twr_apron_10_11_en.pdf

Stands and Taxiways not seen by Tower are:

Taxiways and Stands of Aprons 20, 30, 40, 41, 42 and 50 not seen by Tower are:

1. Apron 20, 40, 41 and 42 - all Stands
2. Apron 30 - all Stands
3. Apron 50 - Stands 505 and 506
4. Taxiways M3, M4, L1, L2, V, N1, and taxilanes Z1 and Z3
5. Taxilane A1 and TWY Z2

../graphics/eAIP/LP_AD_2_LPPT_areas_not_seen_by_twr_apron_20_30_40_41_42_50_en.pdf

3.6 Taxi Procedures

3.6.1 Taxi Route Procedures

When RWY 02 in use aircraft taxiing via TWY G2, U1 and N1 expect N2 intersection departure. Aircraft taxiing via M4 expect M5 intersection for departure. If unable advise before starting taxi.

For Taxi Route Procedures see Charts LPPT AD 2.24.03-1, LPPT AD 2.24.03-3.

3.6.2 Taxi Restrictions

Nose-in stands centreline marked by yellow lines, Stand entry guidance is provided by A-VDGS system except Stands located on Aprons 60, and 70. Marshalling is compulsory on Stands not provided with A-VDGS units.When manoeuvring on Stands with Passenger Boarding Bridge, upon reaching the Bridge Canopy if A-VDGS distance to stop is not shown by A-VDGS display or the vertical visual indicator thermometer in the display does not respond to the aircraft approach pilot MUST STOP ACFT IMMEDIATELY.Aircraft type B747, A340 and AN124 shall TAXI with engines Nr 1 and Nr 4 maintaining IDLE power or shut down. Aircraft type AN124 and B748 are subject to taxi restrictions according TWR instructions. Heavy aircraft not authorized to turn from TWY G2 onto TWY U2 due jet blast hazard. In order to avoid jet blast affecting parked ACFT and structures:

• Aircraft taxiing on Taxilane A1, A2, A3 or TWY A4 and instructed to hold before TWY T1, T2, T3 shall stop and hold facing north or south. Stoppage is not allowed when on TWY M1 or G1 and facing west.
• Aircraft taxiing via Taxilane J to the north and instructed to hold before TWYQ1 shall stop and hold on aircraft stand taxilane J facing north. Stoppage is not allowed facing east.
• Aircraft taxiing on Taxilane Z2 must be stopped aligned parallel to the terminal, in order to avoid the effects of jet-blast on apron 20.

TWY M3, A5, A5, A7, S3, S4 and S1 with a grading strip distant 19M from TWY centre line. Due to intake area ACFT type B747 or similar are requested to taxi with engines nr. 1 and nr. 4 at IDLE Power. ACFT Taxiing Northbound on TWY S2 NOT ALLOWED to turn right and enter TWY U6.All aircraft determined to be ICAO Code E and above must perform judgemental over-steering instead of cockpit over centreline steering when taxiing in order to avoid TWY lateral excursions from main gear. Taxi caution required on all aerodrome taxi routes.All 4 engine aircraft determined to be ICAO code E and above, shall not use differential engine thrust on engines 1 and 4 above 40 percent N1 (fan speed) or engine reverse thrust to make sharp turns over-steering in order to avoid TWY and RWY foreign object debris hazards.

3.6.3 Taxilane restrictions:

1. Taxilanes A1, A2, A3, M1, K and Y restricted to aircraft wingspan up to 48 meters.
2. Taxilanes B, C, and Taxilane W1 restricted to aircraft wingspan up to 51 meters
3. Taxilane F restricted to aircraft wingspan up to 36 meters.
4. Taxilane E restricted to aircraft wingspan up to 36 meters.
5. Taxilane D restricted to aircraft wingspan up to 31 meters.

3.6.4 Reduced Engine Taxi

Whenever operationally and safely feasible, all aircraft are requested to shut down as many engines as possible while taxiing and holding on the ground, EXCEPT in the following circumstances:

• By any aircraft reaching the holding point that is required to cross an active runway (no ACFT in front on the same taxiway).
• By any aircraft reaching the holding point for line-up (no ACFT in front on the same taxiway).

3.6.5 Prevention on Runway incursions

Ground will never issue a Clearance to cross/interfere with RWY 02/20. Aircraft departing from RWY 20 (S4) expect crossing with TWR Controller.

RWY Clearance is monitored by ATC using A-SMGCS system together with visual observation. All RWY intersections that are not used for departures are protected by Stop Bars at all time regardless of Normal or Low Visibility Operations.

When taxiing during LVO, in the event of pilots losing their visual reference, they shall stop taxiing, notify their position and request instructions from ATC. The taxiing instructions shall include clearance to cross runways. If they do not receive this clearance, aircraft shall hold at the holding position of the appropriate runway.

All RWY holding positions equipped with mandatory instruction signs and with mandatory instruction markings. All accesses to the RWY have enhanced taxiway centre line markings. All RET, in the opposite direction of the RWY exit, have «no entry» bars and signs. During LVO all RWY holding position are protected with microwave barriers.

Avoiding of other aircraft and obstacles in holding areas is the responsibility of the flight crew involved.

3.6.6 Aircraft towing procedures

Aircraft that are to be towed to another stand or to/from the maintenance areas, or to/from temporary parking areas, must have the transponder set to the appropriate Mode/code in order that the aircraft’s registration number is displayed on the ATC radar screen.

From the time of the request for push-back or tow, until the aircraft is fully parked on stand, the transponder must be switched on with the Mode A code 2000 selected. Dependent on the type of aircraft, the transponder must either be switched to ‘Alt-Off’, ‘X-pndr’ or ‘Auto’ to display the aircraft registration.

Note: If the ‘Aircrew Procedures’ above are not followed, the towing crew will also have to select A2000 on the transponder and clear the Flight ID from the FMS/xpndr window.

If there’s a Follow-me vehicle escorting the towing that is fitted with A-SMGCS compatible transmitter, Follow-me vehicle must remain at sufficient distance from the aircraft to avoid the radar receiving two overlapping signals.

If Follow-me vehicle crew escorting a towing is unable to set the transponder for technical reasons they should inform ATC prior to push-back, who will relay this information to ASD. If the transponder is not seen to be consistently on during towed movement this will be reported by ATC to ASD.

Some of the areas of the airfield are not currently available for Code F aircraft movements. Code F procedures are detailed in the Aeronautical Information Publication entry for Lisboa Airport (LPPT AD 2-20).

All Follow-me drivers towing Code F aircraft should ensure that when communicating with ATC, they append the word ‘Super’ to the end of their call-sign to identify themselves as a Code F movement. e.g. ‘Operator Echo Alpha Super’.

In the unlikely event, neither the Follow-me nor the Aircraft have a A-SMGCS operational transmitter, the Follow-me crew must report this situation to the ATC before commencing the towing.

Towing of aircraft under LVO operation, under visibility condition 3 (visibility equivalent to an RVR of less than 400M), is not allowed, unless the aircraft have an A-SMGCS operational transmitter.

3.7 Follow-Me and marshaller assistance

Available under request. compulsory assistance for Stands not provided with A-VDGS.

3.8 Use of Auxiliary Power Unit ()

APU must be shut down at the earliest opportunity on arrival at Stand. Except in Emergency APU must not be operated between 23:00 (22:00) and 06:00 (05:00);

Aircraft APU must not be left running unless either a qualified person is in attendance or the APU as both an auto-shut down and auto-extinguish facility.

GPU is not allowed on aircraft Stands unless Ground Power System is not available.

Narrow body aircraft:

• Use of APU is restricted to 15 min after arrival and not more than 30 min before departure.
• If aircraft is on a short turnaround time of less than 55 min, the APU may be left ON after arrival.
• If OAT is below 5º C or above 25º C, the APU restriction is extended to 60 min before ETD.

Wide body aircraft:

• Use of APU is restricted to 20 min after arrival.
• Use of APU is restricted to 75 min before departure, or not more than 90 min when GPU has not enough power to support the FMS.
• If aircraft is on a short turnaround time of less than 110 min, the APU may be left ON after arrival on Stand.
• If OAT is below 5º C or above 25º C, the APU restriction is extended to 90 min before ETD.

3.9 Engine test runs

Engine test runs may only take place:

• On Multipurpose Apron
• Short Engine checks at Idle Power are allowed on stand. TWR permission required.

Test runs are allowed only from 06:00 (05:00) to 22:00 (21:00) on the condition that a previous authorization was obtained from the airport Duty Officer (Telephone Ext.Nr. 21686 or 21782).

4. Apron 70 operation and procedures

The coordinates of positions 701, 702, 703 and 704 are painted on the ground at the captain side.

Refuel service by fuel trucks only.

5. Parking restrictions

Due to shortage of Parking Stands the following restrictions are imposed:

Regular Flights

Airport slots for non-based carriers are restricted to a maximum of 32 hours parking.
Parking periods exceeding this interval3 hours, only upon prior approval from Lisboa Airport Management.

All aircraft based at Lisboa are only allowed to park for an eighteen (18) hours period.
Extension to this parking period must be subject to Lisboa Airport Director prior approval. Any extension granted is valid just for the time (date and hour) limit approved.

Failure to comply with the time limit approved on departure aircraft (based or non-based) is immediately subject to surcharge according to decree-law 254/2012.

Ad Hoc Flights

Maximum turnarounds of:

• 45 MIN - ACFT ICAO code A and B;
• 60 MIN - ACFT ICAO code C and D;
• 90 MIN - ACFT ICAO code E.

When requesting an airport slot, it is compulsory to mention:

• Ground handling agent at LPPT, name and full contact of local representative in Lisbon: address, email, telephone (including mobile).
• Parking periods exceeding the times above, only on very exceptional circumstances and upon prior approval from Lisboa airport management.

6. Use of runways

6.1 Runway-In-Use

RWY 02/20 is the only runway available.

Traffic departing RWY 02 may be subjected to a climb gradient of 6% until passing 2000FT due to ATS constraints. This restriction, when needed, will be included in the ATIS departure broadcast and/or Clearance delivery. If unable, pilot shall advise ATC prior to start up.

Traffic on approach to RWY 02 may be subjected to missed approach climb gradient of 3.5% until passing 2000FT due to ATS constraints. This restriction, when needed, will be included in the ATIS arrival broadcast. If unable, pilot shall advise ATC prior to commence the approach.

Unless otherwise instructed by ATC, pilots should plan their landing to vacate Runway 02 via RET H4 (distance from THR - 1790M) and Runway 20 preferably via RET H1 (distance from THR - 1600M) advising as soon as possible for the need of RET H3 (distance from THR - 1910M). If unable to comply pilots shall advise ATC. High speed turn offs have been designated for vacating speeds up to 30KT.

If, for any particular reason, pilots wish to vacate Runway 02/20 via TWY A6 or T5 make the request in first contact with Tower.

In order to avoid jet blast affecting runway safety operation, aircraft vacating or crossing runways shall not stop until the RWY ILS sensitive area is completely free or until reaching parallel alignment with the RWY CL whichever applicable, unless otherwise instructed by the ATC.

6.2 Periods of Peak Traffic Demand

Departures

Arrivals

Pilots are reminded that by leaving the runway at the fastest speed commensurate with safety and standard operating procedures, ATC will be able to guide aircraft on final approach using minimum radar separation or separation minimum according to wake vortex category. Extended runway occupancy may result in a go-around.Commensurate with the aircraft safety and standard operation, pilots are reminded to adopt the following procedures:

1. Comply with published standard arrival procedures altitude;
2. Strictly adhere to published or assigned speeds on descent;
3. Apply accurate speed control on final; and
4. Vacate the runway expeditiously at the recommended rapid exit TWY.

6.3 Take-off run

When RWY 02 is in use the following criteria will be applied:

1. For departure sequencing purposes ATC will indiscriminately use M5 and N2 intersections, if unable advise at start-up.
2. Take-off from M5 and N2 intersections are considered to be the same point for the purposes of departure wake vortex separation.
3. Whenever feasible ATC will inform about TWY P intersection availability as soon as possible.

When RWY 20 is in use, the preferred departure intersection for all aircraft, except for heavy jets, should be U5.

Pilots shall advise ATC on start-up when full length for RWY 02 or RWY 20 is required.

6.4 General conditions for the application of reduced runway separation at RWY 02/20:

1. the procedure may be used during the day and at night, the controller is able to assess separation visually or by surveillance derived information. The surveillance system that provides the controller with position information shall be utilized in combination with visual means and shall be serviceable at all times;
2. the tail wind component is not greater than 5KT;
3. ground visibility is at least 5KM and the ceiling is not less than 300M(1000FT);
4. braking action is not impaired by RWY deposits such as ice, slush, snow, water etc.; pilots should report any impaired braking action detected during landing or departure;
5. reduced RWY minimum separation is only used between a arriving aircraft after an aircraft departing;
6. the following aircraft receives traffic information as follows:....... (call sign) ....... traffic information ....... (Aircraft Type) departing Runway ........ (Designator).
7. special landing procedures may be in force at Lisbon Airport (Runway 02/20) in conditions shown hereunder, when the use will be as follows:
8. • when the runway-in-use is temporarily occupied by other traffic departing, landing clearance will be issued to an arriving aircraft provided that at the time the aircraft crosses the threshold of the runway-in-use the following separation distances will exist:
     
     - RWY02 – the departing aircraft has passed a point at least 2400M from the threshold (reference on the ground is intersection U6).
     
     - RWY20 – the departing aircraft has passed a point at least 2400M from the threshold (reference on the ground is intersection P).
9. when issuing a landing clearance following the application of these procedures ATC will issue the second aircraft with the following instructions:
   ....... (call sign) ....... after the departing ....... (Aircraft Type) cleared to land Runway ........ (Designator).

Figure 2.  Runway 20 take-off points

../graphics/eAIP/LP_AD_2_LPPT_TKOF_INTERSECTIONS_RWY20_en.pdf

Figure 3.  Runway 02 take-off points

../graphics/eAIP/LP_AD_2_LPPT_TKOF_INTERSECTIONS_RWY02_en.pdf

7. Category II/III operations

7.1 Runway 02/20, subject to serviceability of the required facilities, is suitable for CAT II and III operations by operators whose minima have been accepted by ANAC - Autoridade Nacional da Aviação Civil.

7.2 LOW VISIBILITY OPERATIONS PROCEDURES (LVP) will be in course whenever:

7.2.1 RWY 20 in use:

1. Runway Visual Range (RVR) - TDZ RWY 20 - is 550M or below; or,
2. cloud base height (CBH) - RWY 20 - is 200FT or below; or,
3. visibility conditions decrease rapidly;

irrespective of the serviceability state of the ILS, lighting, stand-by power, etc.

7.2.2 RWY 02 in use:

1. Runway Visual Range (RVR) - TDZ RWY 02 - is 800M or below; or,
2. cloud base height (CBH) - RWY 02 - is 200FT or below; or,
3. visibility conditions decrease rapidly;

irrespective of the serviceability state of the ILS, lighting, stand-by power, etc.

Pilots will be informed when these procedures are in use by RTF if ATIS is unserviceable through the message “ATC LOW VISIBILITY PROCEDURES IN FORCE”.

7.3 ATC Low Visibility procedures

1. Ground Safeguarding Procedures will ensure that ILS protection areas (Critical and Sensitive) are clear of (KNOWN) traffic before issuing the landing clearance (never after the 2NM final).
2. When the aircraft reaches that point and landing clearance cannot be issued, it will be instructed to carry out a missed approach procedure.
3. Any incident detected that may affect the Low Visibility Procedures or any change of the operational minima will be communicated, immediately, to ATC units involved.
4. Pilots will be informed by ATC of any unserviceabilities in the promulgated facilities so that they can amend their minima, if necessary, according to their operations manual.
5. A change in operation, if caused by a failure expected to last more than one hour, will be promulgated by a NOTAM.
6. Aircraft awaiting weather improvement in the holding area will be stacked from FL060 upward.
7. ATC may, initially, allocate more favourable (higher) holding levels when the number and types of aircraft involved in pattern allows this procedure.
8. Surface Surveillance System (SMR and Multilateration) is normally available to ATC. If surface Surveillance System is out of service Pilots shall report RWY ILS Localizer Sensitive Area when aircraft passes the last alternate green yellow TWY Centreline lights. If the Surface Surveillance System and/or RWY Stop Bars are out of service restrictions will be applied.

7.4 Runway visual range

Runway Visual Range values will be reported by ATC for TDZ (Touchdown) of RWY in use. For any of the two other positions, MID (Midpoint) and END (Stop-end), ATC will only report their RVR values if they are:

1. Less than the value reported for TDZ and less than 550M;
2. less than 350M; or,
3. requested by the pilot.

7.5 Push-Back and Start/Gate Entry

Push-back and Start/Gate Entry Procedures are assisted by marshaller and/or follow-me at aprons 10, 11 and 12.

Departing aircraft shall wait for RVR improvement at the stand.

7.6 Taxi

General:

Taxi instructions will be supported by the convenient switched on/off of taxiway centre line lights (green) and STOP BAR LIGHTS (red).

So, pilots shall stop and request further instructions at any STOP BAR lighted, as well as at any segment of taxiway centre line lights, unlighted. Taxiway centre line lights within localizer sensitive area are coded by alternate yellow and green lights.

Departing Traffic:

ATC will require departing aircraft to use CAT II/III holding positions.

Arriving traffic:

The appropriate runway exits will be lighted, and pilots should select the first convenient exit.

If the Surface Surveillance System is out of service, Pilots of arriving aircraft shall report the localizer sensitive area vacated and the taxiway segment through which it vacates, when the aircraft is completely out of yellow and green taxiway centre line lights;

- e.g. “LOCALIZER SENSITIVE AREA VACATED VIA TWY (name)”

Runway crossing:

If the Surface Surveillance System is out of service, Pilots of aircraft crossing RWY 02/20, shall report the Localizer sensitive area vacated, when the aircraft is completely out of yellow and green taxiway centre line lights.

7.7 Practice CAT II/III approaches

Pilots who wish to practice CAT II/III approaches are to request practice CAT II/III approaches, on initial contact with LISBOA TMA (e.g. “REQUEST PRACTICE CAT II/III APPROACH”).

For practice approaches there is no guarantee that the full safeguarding procedures will be applied and pilots should anticipate the possibility of resultant ILS signal disturbance.