Sati, 2011

STATION AIR TRAFFIC INSTRUCTIONS AIIAP
M A N U A L
VERSION : DATE OF IMPLEMENTATION : OFFICE OF PRIME INTEREST :
2.0 01-06-2011 Air Traffic Services, AIIAP
01/06/2011
MNL-002-LAAT-2.0
NAME
DESIGNATION
SIGNATURE
Mrs. Seema E. Khan PREPARED BY Mr. Saeed Ahmed
SATCO / Manager ATM SATCO/ ATM Trainer
REVIEWED BY
Muhammad Iqbal Khan
Radar Facility Chief
VERIFIED BY
Shabbir Anwar
Dy. Management Representative
APPROVED BY
Suhail Ahmed
Chief Operations Officer
TYPE OF DOCUMENT
MANUAL (MNL)
STATUS OF DOCUMENT
CONTROLLED
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RECORDS OF AMENDMENTS AND CORRIGENDA
No.
AMENDMENTS Date Date Applicable Entered
Entered by
No.
CORRIGENDA Date Date of Issue Entered
Entered by
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TABLE OF CONTENTS
FOREWORD vii DEFINITIONS viii ABBREVIATIONS/ACRONYMS.............................................................................................. xvi CHAPTER 1
GENERAL ................................................................................................................................................. 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 1.9 ADMINISTRATION ........................................................................................................ 1-1 EFFICIENCY AND DISCIPLINE..................................................................................... 1-2 TAKING OVER WATCH ................................................................................................ 1-2 HANDING OVER WATCH ............................................................................................. 1-3 ENTRY INTO THE ATS UNITS ...................................................................................... 1-3 DAILY ABSENTEE REPORT ......................................................................................... 1-4 ATS LOG ....................................................................................................................... 1-4 NOTIFICATION TO THE MINISTRY OF DEFENCE ....................................................... 1-4 OPERATIONAL ............................................................................................................ 1-4 REPORTING OF INCIDENTS / OCCURRENCE / UNSERVICEABILITY / DIVERSION / -OVERSHOOT IN IOU REPORT ..................................................................................... 1-9
Chapter 2
PREFLIGHT INFORMATION SERVICE ............................................................................................... 2-1 2.1 2.2 2.3 2.4 2.5 PREFLIGHT INFORMATION UNIT ................................................................................ 2-1 FLIGHT PLAN ............................................................................................................... 2-3 FLIGHT PLAN FOR TRAINING/TEST FLIGHT............................................................... 2-4 FLIGHT PLAN IN RESPECT OF VVIP/VIP FLIGHT TO UNMANNED AIRFIELDS ......... 2-5 ATS MESSAGES........................................................................................................... 2-6
Chapter 3
AREA CONTROL SERVICE................................................................................................................. 3-1 3. 1 3. 2 3. 3 3. 4 3. 5 3. 6 3. 7 3. 8 3. 9 3. 10 3. 11 3. 12 3. 13 3. 14 01/06/2011 INDRODUCTION ........................................................................................................... 3-1 AIRSPACE CLASSIFICATION IN LAHORE FIR............................................................. 3-1 AIR TRAFFIC MANAGEMENT....................................................................................... 3-1 SECTORS OF FIR ......................................................................................................... 3-3 DUTIES OF ACC CONTROLLERS ................................................................................ 3-4 TRANSFER OF CONTROL POINTS BETWEEN ACC SECTORS ................................. 3-7 RADAR CONTROL SERVICE........................................................................................ 3-8 RADAR ALIGNMENT CHECK ....................................................................................... 3-7 ATS ROUTES ................................................................................................................ 3-8 TRANSFER OF CONTROL POINTS BETWEEN ACC SECTORS ................................. 3-8 ATS PROCEDURES .................................................................................................... 3-10 INTER UNIT COORDINATION .................................................................................... 3-10 DEVIATIONS FROM ROUTE NEAR INTERNATIONAL BORDERS ............................ 3-13 AIRDEFENCE CLEARNACE FROM INDIA FOR PIIA FLIGHTS................................... 3-13 ii MNL-002-LAAT-2.0
3. 15 3. 16 3. 17 3. 18 3. 19 3. 20 3. 21 3. 22 3. 23 3. 24 3. 25 3. 26 3. 27 3. 28 3. 29 3. 30 3. 31 3. 32 3. 33 3. 34 3. 35 3. 36 3. 37 3. 38 3. 39 3. 40 3. 41 3. 42 3. 43 3. 44 3. 45
ACTIVATION OF QUETTA FLYING AREAS ................................................................ 3-13 RESPONSIBILITY ....................................................................................................... 3-14 COORDINATION WITH SECTOR OPERATION COMMAND THROUGH FDA N ...... 3-14 REPORTING OF ALLEGED VIOLATION OF PAKISTAN AIRSPACE BY FOREIGN ........... AIRCRAFT................................................................................................................... 3-15 PROCEDURES FOR ADC NUMBERS FOR FLIGHTS TO / FROM INDIA ................... 3-16 PROCEDURES FOR FLYING THROUGH PAF LOCAL FLYING TRAINING AREAS .......... IN LAHORE FIR AND COORDINATION WITH PAF ATC UNITS ................................. 3-17 REPORTING OF INFORMATION ................................................................................ 3-17 OPERATION AT WALTON AERODROME .................................................................. 3-18 RESCUE COORDINATION CENTRE .......................................................................... 3-21 OCCURRENCE (BIRD HIT) ......................................................................................... 3-22 RVSM .......................................................................................................................... 3-23 INTRODUCTION OF NON-SCHEDULE AIRCRAFT TO IMMIGRATION ...................... 3-25 MACH NUMBER TECHNIQUE .................................................................................... 3-25 CORRECT INFORMATION TO PFIU AND SSR CODES IN ESTIMATE MESSAGES .. 3-25 CONTINGENCY ROUTING FOR ARMY AVIATION AIRCRAFT .................................. 3-25 PERMISSION FOR LEAFLET DROPPING (BY AIR).................................................... 3-26 ENTRY OF NON SCHEDULE CLEARANCE ............................................................... 3-26 SOP FOR BAD WEATHER .......................................................................................... 3-26 ACTIVATION OF TRAFFIC ALERT AND COLLISION AVIODANCE SYSTEM .................... (TCAS) ........................................................................................................................ 3-28 PROCEDURES FOR HANDLING OF VVIP MOVEMENT AT AIIAP LAHORE .............. 3-28 ATS MESSAGES ADDRESSEES AND SAMPLE FORMATS ...................................... 3-32 AVAILABILITY OF SOPS ............................................................................................ 3-36 RECORDING AND SUBMISSION OF ATS REVENUE DATA ...................................... 3-36 HANDLING OF FLIGHTS REQUIRE ON SPOT PAYMENT BY DUTY PFIOS ........... 3-37 ACTION BY MANAGER ATS REVENUE ..................................................................... 3-37 EMBARKATION DATA ................................................................................................ 3-37 AVIO BRIDGE CHARGES ........................................................................................... 3-37 EMERGENCIES .......................................................................................................... 3-37 RECORDING OF AIRCRAFT MOVEMENT/ATS REVENUE DATA AND ATS .................... MESSAGES ................................................................................................................ 3-37 CONTROLLED AERODROMES AND NAV AIDS IN LAHORE FIR .............................. 3-41 UNMANNED AIRSTRIPS WITHIN LAHORE FIR ......................................................... 3-42
Chapter 4
4. 1 4. 2 4. 3 4. 4
4-1
APPROACH CONTROL SERVICE ................................................................................ 4-1 AREA OF RESPONSIBILITY ......................................................................................... 4-1 DUTIES OF APPROACH CONTROLLER ...................................................................... 4-2 AERODROMES AND AIR STRIPS IN TMA.................................................................... 4-3
APPROACH CONTROL SERVICE....................................................................................................... 4-1
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4. 5 4. 6 4. 7 4. 8 4. 9 4. 10 4. 11 4. 12 4. 13
SEPARATIONS BETWEEN AIRCRAFFT IN TMA .......................................................... 4-3 HOLDING FACILITES ................................................................................................... 4-3 APPROACH SEQUENCE .............................................................................................. 4-3 COORDINATION ........................................................................................................... 4-3 ARRIVALS - GENERAL ................................................................................................. 4-3 RADAR APPROACH CONTROL ................................................................................... 4-4 VVIP FLIGHTS .............................................................................................................. 4-5 CONTROL OF DEPARTING AIRCRAFT........................................................................ 4-5 EMERGENCIES ............................................................................................................ 4-5
Chapter 5
5. 1 5. 2 5. 3 5. 4 5. 5 5. 6 5. 7 5. 8 5. 9 5. 10 5. 11 5. 12 5. 13 5. 14 5. 15 5. 16 5. 17 5. 18 5. 19 5. 20 5. 21 5. 22 5. 23
5-1
AERODROME CONTROL SERVICE ............................................................................. 5-1 OPERATION ................................................................................................................. 5-1 AREA OF RESPONSIBILITY ......................................................................................... 5-1 AIRRSPACE CLASSIFICATION (AERODROME TRAFFIC ZONE) ................................ 5-1 DUTIES OF AERDROME CONTROLLER ...................................................................... 5-1 DUTIES OF GROUND MOVEMENT CONTROLLER .................................................... 5-2 CIRCUIT HEIGHT OF LAHORE AERODROME TRAFFIC ZONE................................... 5-3 SIMULTANEOUS USE OF PARALLEL RUNWAYS ....................................................... 5-3 AERODROME OPS IN POOR VIS CONDITIONS (LOW VISI PROCEUDRES).............. 5-3 INFORMATION ON RUNWAY IN USE & WIND CONDITIONS ...................................... 5-3 OPERATION OF ANEROID BAROMETERS IN CONTROL TOWER ............................. 5-4 VEHICULAR TRAFFIC ON THE MOVEMENT AREA ..................................................... 5-4 RECALL OF DEPARTING AIRCRAFT BY OPERATING AGENCIES .................................. AT THE AIRPORT ......................................................................................................... 5-4 MANEUVERING AREA.................................................................................................. 5-4 USE OF OPERATIONAL VEHICLE ............................................................................... 5-5 AERONAUTICAL GROUND LIGHTS ............................................................................. 5-5 INSTRUCTIONS (GUIDELINES) FOR CONTROL / ERADICATION OF .............................. BIRD ACTIVITIES .......................................................................................................... 5-6 LOW VISIBILITY PROCEDURES .................................................................................. 5-9 EMERGENCY LANDING ............................................................................................. 5-12 PROVISION OF ATIS THROUGH AWOS .................................................................... 5-12 REPORTING OF BRAKING ACTION ........................................................................... 5-15 HANDLING OF AERODROME TRAFFIC ..................................................................... 5-16 VEHICULAR MOVEMENT AT NTCL APRON .............................................................. 5-18
AERODROME CONTROL SERVICE.................................................................................................... 5-1
Chapter 6
6. 1 6. 2 6. 3
6-1
INTRODUCTION ........................................................................................................... 6-1 RESPONSIBILITES/DUTIES OF FACILITY TRAINING OFFICER.................................. 6-1 JOB TRAINING STANDARD (JTS) ................................................................................ 6-1
TRAINING ............................................................................................................................................ 6-1
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6. 4 6. 5 6. 6 6. 7 6. 8 6. 9 6. 10 6. 11 6. 12 6. 13
REQUIREMENT FOR AERODROME CONTROL RATING ............................................ 6-2 REQUIREMENTS FOR PLANNER / AREA CONTROL RATING ................................... 6-4 REQUIREMENTS FOR APPROACH (PROCEDURE) CONTROL RATING ................... 6-5 REQUIREMENT FOR RADAR RATING ......................................................................... 6-6 DAILY PERFORMANCE REPORT ................................................................................ 6-7 MONTHLY PROGRESS REPORT ................................................................................. 6-7 GUIDELINES FOR THE COMPLETION OF DAILY PERFORMACE REPORTS AND MONTHLY REPORTS ........................................................................................... 6-7 MONTHLY OJT PROGRESS REPORTS ..................................................................... 6-16 VALIDITY OF RATING................................................................................................. 6-17 TRAINING AND AIR TRAFFIC CONTROL LICENSE (ATCL) ....................................... 6-17
Chapter 7
7. 1 7. 2 7. 3 7. 4 7. 5 7. 6
7-1
OPERATION OF SCHEDULE/NON-SHEDULE SERVICE BY FOREIGN AIRLINES ...... 7-1 DEFINITION .................................................................................................................. 7.1 DELEGATION OF AUTHORITY FOR ISSUANCE OF FLIGHT PERMISSION BY TEAM .... LEADER ........................................................................................................................ 7-1 FOLLOWING CATEGORIES OF NON-SCHEDULE FLIGHTS SHALL BE CLEARED BY HQCAA (AT DIRECTORATE) ................................................................. 7-2 FOREIGN MILITARY AIRCRAFT ................................................................................... 7-2 FOLLOWING PROCEDURE SHALL BE FOLLOWED FOR CLEARING THE NON-SCHEDULE FLIGHTS OF SCHEDULE OPERATORS .................................. 7-2
NON-SCHEDULED CLEARANCE POLICY.......................................................................................... 7-1
Chapter 8
8. 1 8. 2 8. 3 8.4 8. 5 8. 6 8. 7
8-1
STANDARD STRIP MARKING ...................................................................................... 8-1 STRIP FOR AERODROME/GROUND MOVEMENT CONTROL .................................... 8-2 STRIP FOR ACC ENROUTE AIRCRAFT..........................................................................8-3 STRIP MARKING/SYMBOLOGY ................................................................................... 8-3 CONTROL INFORMATION SYMBOLS .......................................................................... 8-4 STRIP MARKING EXAMPLES ....................................................................................... 8-8 TYPICAL RATES OF DESCENT FOR 3-DEGREE GLIDE PATH .................................. 8-9
STANDARD STRIP MARKING............................................................................................................. 8-1
APPENDICES
ATS DAILY TEAM MANNING / ABSENTEE- LEAVE REPORT...A-1 DIRECTORY OF DUTIES: AIRLINES SCHEDULE/NON SCHEDULE COORDINATION OFFICERB-1 FLIGHT DATA ASSISTANT- APPROACH .....................B-2 FLIGHT DATA ASSISTANT- TOWER...B-3 FLIGHT DATA ASSISTANT- (NOVEMBER)....B-4 FLIGHT DATA ASSISTANT (EAST/WEST) .. B-5 FLIGHT DATA ASSISTANT (CLEARANCES).B-6 FLIGHT DATA ASSISTANT (BILLING & REVENUE) ......... B-7 AFTN ADDRESSES OF CAA OFFICERS.......... ....C-1
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SDD CONFIGURATION OF ATM SYSTEM AIRCON 2100 (GENERAL INFORMATION AREA) D-1 SDD CONFIGURATION OF ATM SYSTEM AIRCON 2100 (MAIN MENU WINDOW). D-2 SYSTEM PARAMETER E-1 MTCD (MEDIUM TERM CONFLICT DETECTION) E-2 SNET, AMHS, SDPCIN, DLS, OPERATIVE FUNCTIONS (CMD)..E-3 MINIMUM REQUIREMENT FOR AIRCRAFT OPERATION AIRCON2100 VFR POINTS.G-1 MINIMUM REQUIREMENT FOR AIRCRAFT OPERATION AIRCON2100 VFR POINTS.G-2 SUGGESTIONS AND RECOMMENDATIONS..H-1 SUGGESTIONS AND RECOMMENDATIONS..H-2
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FOREWORD
Station Air Traffic Instructions is of permanent nature and the version contains additional Instructions regarding new ATM system, AIRCON2100 at AIIAP, Lahore. The inclusion of AIRCON2100 in the ATS Management System is a major break through towards enhancing the capabilities of Air Traffic Services. The system is based on complete automation of control tasks, with flight plan management tools, automatic flight tracking system, automated coordination and safety nets for provision of safe, orderly and efficient services. ATS procedures have been revised in the light of various features presented in AIRCON2100 and incorporated in the SATI alongwith configuration and parameters. Any observation / recommendations may be forwarded to this office. This SATI supersedes all SATIs issued previously from time to time.
Dated:
May, 2011
(SUHAIL AHMED) Chief Operations Officer, Pakistan Civil Aviation Authority, AIIAP, Lahore.
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DEFINITIONS
Accepting Unit. Air Traffic Control Unit next to take control of an aircraft. Accident. An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which: a) a person is fatally or seriously injured as a result of: being in the aircraft, or direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or direct exposure to jet blast, except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or b) the aircraft sustains damage or structural failure which: adversely affects the structural strength, performance or flight characteristics of the aircraft, and would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or c) the aircraft is missing or is completely inaccessible. Note 1. For statistical uniformity only, an injury resulting in death within thirty days of the date of the accident is classified as a fatal injury by ICAO. Note 2. An aircraft is considered to be missing when the official search has been terminated and the wreckage has not been located. Accuracy. A degree of conformance between the estimated or measured value and the true value. Note. For measured positional data the accuracy is normally expressed in terms of a distance from a stated position within which there is a defined confidence of the true position falling. Advisory Airspace. An airspace of defined dimensions, or designated route, within which air traffic advisory service is available. Advisory Route. A designated route along which air traffic advisory service is available. Aerodrome. 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. Aerodrome Control Service. Air traffic control service for aerodrome traffic. Aerodrome Control Tower. A unit established to provide air traffic control service to aerodrome traffic. Aerodrome Traffic. All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinity of an aerodrome. Note. An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome traffic circuit. Aeronautical Fixed Service (AFS). A telecommunication service between specified fixed points provided primarily for the safety of air navigation and for the regular, efficient and economical operation of air services. Aeronautical Information Publication (AIP). A publication issued by or with the authority of a State and containing aeronautical information of a lasting character essential to air navigation. Aeronautical Mobile Service (RR S1.32). A mobile service between aeronautical stations and aircraft stations, or between aircraft stations, in which survival craft stations may participate; emergency positionindicating radio beacon stations may also participate in this service on designated distress and emergency frequencies. Aeronautical Telecommunication Station. A station in the aeronautical telecommunication service. Airborne Collision Avoidance System (ACAS). An aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of groundbased equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders. Aircraft. Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earths surface. Air-Ground Communication. Two-way communication between aircraft and stations or locations on the surface of the earth.
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AIRMET Information. Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of low-level aircraft operations and which was not already included in the forecast issued for low-level flights in the flight information region concerned or sub-area thereof. Air Taxiing. Movement of a helicopter/VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed normally less than 37 km/h (20 kt). Note. The actual height may vary, and some helicopters may require air-taxiing above 8 m (25 ft) AGL to reduce ground effect turbulence or provide clearance for cargo slingloads. Air Traffic. All aircraft in flight or operating on the manoeuvring area of an aerodrome. Air traffic Advisory Service. A service provided within advisory airspace to ensure separation, in so far as practical, between aircraft which are operating on IFR flight plans. Air Traffic Control Clearance. Authorization for an aircraft to proceed under conditions specified by an air traffic control unit. Note 1. For convenience, the term air traffic control clearance is frequently abbreviated to clearance when used in appropriate contexts. Note 2. The abbreviated term clearance may be prefixed by the words taxi, take-off, departure, en route, approach or landing to indicate the particular portion of flight to which the air traffic control clearance relates. Air Traffic Control Service. A service provided for the purpose of: a) preventing collisions: 1) between aircraft, and 2) on the manoeuvring area between aircraft and obstructions; and b) expediting and maintaining an orderly flow of air traffic. Air Traffic Control Unit. A generic term meaning variously, area control centre, approach control unit or aerodrome control tower. Air Traffic Flow Management (ATFM). A service established with the objective of contributing to a safe, orderly and expeditious flow of air traffic by ensuring that ATC capacity is utilized to the maximum extent possible and that the traffic volume is compatible with the capacities declared by the appropriate ATS authority. Air Traffic Service. 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). Air Traffic Services Airspaces. Airspaces of defined dimensions, alphabetically designated, within which specific types of flights may operate and for which air traffic services and rules of operation are specified. Note. ATS airspaces are classified as Class A to G Air Traffic Services Reporting Office. A unit established for the purpose of receiving reports concerning air traffic services and flight plans submitted before departure. Note. An air traffic services reporting office may be established as a separate unit or combined with an existing unit, such as another air traffic services unit, or a unit of the aeronautical information service. Air Traffic Services Unit. A generic term meaning variously, air traffic control unit, flight information centre or air traffic services reporting office. Airway. A control area or portion thereof established in the form of a corridor. ALERFA. The code word used to designate an alert phase. Alerting Service. A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such organizations as required. Alert Phase. A situation wherein apprehension exists as to the safety of an aircraft and its occupants. Alternate Aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing. Alternate aerodromes include the following: Take-off alternate. An alternate aerodrome at which an aircraft can land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure. En-route alternate. An aerodrome at which an aircraft would be able to land after experiencing an abnormal or emergency condition while en route. ETOPS en-route alternate. A suitable and appropriate alternate aerodrome at which an aeroplane would be able to land after experiencing an engine shutdown or other abnormal or emergency condition while en route in an ETOPS operation. Destination alternate. An alternate aerodrome to which an aircraft may proceed should it become either impossible or inadvisable to land at the aerodrome of intended landing.
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Note. The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for that flight. Altitude. The vertical distance of a level, a point or an object considered as a point, measured from mean sea level. Approach Control Service. Air traffic control service for arriving or departing controlled flights. Approach Control Unit. A unit established to provide air traffic control service to controlled flights arriving at, or departing from, one or more aerodromes. Appropriate ATS Authority. The relevant authority designated by the State responsible for providing air traffic services in the airspace concerned. Apron. A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance. Apron Management Service. A service provided to regulate the activities and the movement of aircraft and vehicles on an apron. Area Control Centre. A unit established to provide air traffic control service to controlled flights in control areas under its jurisdiction. Area Control Service. Air traffic control service for controlled flights in control areas. Area Navigation (RNAV). A method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of selfcontained aids, or a combination of these. Area Navigation Route. An ATS route established for the use of aircraft capable of employing area navigation. ATS Route. A specified route designed for channelling the flow of traffic as necessary for the provision of air traffic services. Note 1. The term ATS route is used to mean variously, airway, advisory route, controlled or uncontrolled route, arrival or departure route, etc. Note 2. An ATS route is defined by route specifications which include an ATS route designator, the track to or from significant points (waypoints), distance between significant points, reporting requirements and, as determined by the appropriate ATS authority, the lowest safe altitude. Automatic Dependent Surveillance (ADS). A surveillance technique in which aircraft automatically provide, via a data link, data derived from on-board navigation and positionfixing systems, including aircraft identification, four dimensional position and additional data as appropriate. Automatic Terminal Information Service (ATIS). The automatic provision of current, routine information to arriving and departing aircraft throughout 24 hours or a specified portion thereof: Data link-automatic terminal information service (D-ATIS). The provision of ATIS via data link. Voice-automatic terminal information service (Voice-ATIS). The provision of ATIS by means of continuous and repetitive voice broadcasts. Base Turn. A turn executed by the aircraft during the initial approach between the end of the outbound track and the beginning of the intermediate or final approach track. The tracks are not reciprocal. Note. Base turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual procedure. Calendar. Discrete temporal reference system that provides the basis for defining temporal position to a resolution of one day (ISO 19108*). Change-Over Point. The point at which an aircraft navigating on an ATS route segment defined by reference to very high frequency omnidirectional radio ranges is expected to transfer its primary navigational reference from the facility behind the aircraft to the next facility ahead of the aircraft. Note. Change-over points are established to provide the optimum balance in respect of signal strength and quality between facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraft operating along the same portion of a route segment. Clearance Limit. The point to which an aircraft is granted an air traffic control clearance. Conference Communications. Communication facilities whereby direct speech conversation may be conducted between three or more locations simultaneously. Control Area. A controlled airspace extending upwards from a specified limit above the earth. Controlled Aerodrome. An aerodrome at which air traffic control service is provided to aerodrome traffic. Note. The term controlled aerodrome indicates that air traffic control service is provided to aerodrome traffic but does not necessarily imply that a control zone exists. Controlled Airspace. An airspace of defined dimensions within which air traffic control service is provided in accordance with the airspace classification. Note. Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D and E Controlled Flight. Any flight which is subject to an air traffic control clearance. 01/06/2011 x MNL-002-LAAT-2.0
Controller-Pilot Data Link Communications (CPDLC). A means of communication between controller and pilot, using data link for ATC communications. Control Zone. A controlled airspace extending upwards from the surface of the earth to a specified upper limit. Cruising Level. A level maintained during a significant portion of a flight. Cyclic Redundancy Check (CRC). A mathematical algorithm applied to the digital expression of data that provides a level of assurance against loss or alteration of data. Data Link Communications. A form of communication intended for the exchange of messages via a data link. Data Quality. A degree or level of confidence that the data provided meets the requirements of the data user in terms of accuracy, resolution and integrity. Datum. Any quantity or set of quantities that may serve as a reference or basis for the calculation of other quantities. Declared Capacity. A measure of the ability of the ATC system or any of its subsystems or operating positions to provide service to aircraft during normal activities. It is expressed as the number of aircraft entering a specified portion of airspace in a given period of time, taking due account of weather, ATC unit configuration, staff and equipment available, and any other factors that may affect the workload of the controller responsible for the airspace. DETRESFA. The code word used to designate a distress phase. Distress Phase. A situation wherein there is reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger or require immediate assistance. Downstream clearance. A clearance issued to an aircraft by an air traffic control unit that is not the current controlling authority of that aircraft. Emergency Phase. A generic term meaning, as the case may be, uncertainty phase, alert phase or distress phase. Final Approach. That part of an instrument approach procedure which commences at the specified final approach fix or point, or where such a fix or point is not specified, a) at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or b) at the point of interception of the last track specified in the approach procedure; and ends at a point in the vicinity of an aerodrome from which: 1) a landing can be made; or a missed approach procedure is initiated. Flight Crew Member. A licensed crew member charged with duties essential to the operation of an aircraft during a flight duty period. Flight Information Centre. A unit established to provide flight information service and alerting service. Flight Information Region. An airspace of defined dimensions within which flight information service and alerting service are provided. Flight Information Service. A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. Flight Level. A surface of constant atmospheric pressure which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Note 1. A pressure type altimeter calibrated in accordance with the Standard Atmosphere: a) when set to a QNH altimeter setting, will indicate altitude; b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; c) when set to a pressure of 1 013.2 hPa, may be used to indicate flight levels. Note 2. The terms height and altitude, used in Note 1 above, indicate altimetric rather than geometric heights and altitudes. Flight Plan. Specified information provided to air traffic services units, relative to an intended flight or portion of a flight of an aircraft. Forecast. A statement of expected meteorological conditions for a specified time or period, and for a specified area or portion of airspace. Height. The vertical distance of a level, a point or an object considered as a point, measured from a specified datum. Human Factors Principles. Principles which apply to aeronautical design, certification, training, operations and maintenance and which seek safe interface between the human and other system components by proper consideration to human performance. Human Performance. Human capabilities and limitations which have an impact on the safety and efficiency of aeronautical operations. IFR. The symbol used to designate the instrument flight rules. 01/06/2011 xi MNL-002-LAAT-2.0
IFR Flight. A flight conducted in accordance with the instrument flight rules. IMC. The symbol used to designate instrument meteorological conditions. INCERFA. The code word used to designate an uncertainty phase. Incident. An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation. Instrument Meteorological Conditions (IMC). Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions. Integrity (Aeronautical Data). A degree of assurance that an aeronautical data and its value has not been lost nor altered since the data origination or authorized amendment. International NOTAM Office. An office designated by a State for the exchange of NOTAM internationally. Level. A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight level. Manoeuvring Area. That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons. Meteorological Office. An office designated to provide meteorological service for international air navigation. Movement Area. 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). NOTAM. A notice distributed by means of telecommunication containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. Obstacle. All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are located on an area intended for the surface movement of aircraft or that extend above a defined surface intended to protect aircraft in flight. Operator. A person, organization or enterprise engaged in or offering to engage in an aircraft operation. Pilot-in-command. The pilot designated by the operator, or in the case of general aviation, the owner, as being in command and charged with the safe conduct of a flight. Printed Communications. Communications which automatically provide a permanent printed record at each terminal of a circuit of all messages which pass over such circuit. Radiotelephony. A form of radiocommunication primarily intended for the exchange of information in the form of speech. Reporting Point. A specified geographical location in relation to which the position of an aircraft can be reported. Required Navigation Performance (RNP). A statement of the navigation performance necessary for operation within a defined airspace. Note. Navigation performance and requirements are defined for a particular RNP type and/or application. Rescue Coordination Centre. A unit responsible for promoting efficient organization of search and rescue services and for coordinating the conduct of search and rescue operations within a search and rescue region. RNP Type. A containment value expressed as a distance in nautical miles from the intended position within which flights would be for at least 95 per cent of the total flying time. Example. RNP 4 represents a navigation accuracy of plus or minus 7.4 km (4 NM) on a 95 per cent containment basis. Runway. A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. Runway Visual Range (RVR). 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. Safety Programme. An integrated set of regulations and activities aimed at improving safety. Safety Management System. A systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures. SIGMET Information. Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraft operations. Significant Point. A specified geographical location used in defining an ATS route or the flight path of an aircraft and for other navigation and ATS purposes. Special VFR Flight. A VFR flight cleared by air traffic control to operate within a control zone in meteorological conditions below VMC. Station Declination. An alignment variation between the zero degree radial of a VOR and true north, determined at the time the VOR station is calibrated.
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Taxiing. Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and landing. Terminal Control Area. A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes. Track. The projection on the earths surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from North (true, magnetic or grid). Traffic Avoidance Advice. Advice provided by an air traffic services unit specifying manoeuvres to assist a pilot to avoid a collision. Traffic Information. Information issued by an air traffic services unit to alert a pilot to other known or observed air traffic which may be in proximity to the position or intended route of flight and to help the pilot avoid a collision. Transfer of Control Point. A defined point located along the flight path of an aircraft, at which the responsibility for providing air traffic control service to the aircraft is transferred from one control unit or control position to the next. Transferring Unit. Air traffic control unit in the process of transferring the responsibility for providing air traffic control service to an aircraft to the next air traffic control unit along the route of flight. Uncertainty Phase. A situation wherein uncertainty exists as to the safety of an aircraft and its occupants. VFR. The symbol used to designate the visual flight rules. VFR Flight. A flight conducted in accordance with the visual flight rules. Visual Meteorological Conditions (VMC). Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or better than specified minima. Note. The specified minima are contained in Annex 2. VMC. The symbol used to designate visual meteorological conditions. Waypoint. A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation. Waypoints are identified as either: Fly-by waypoint. A waypoint which requires turn anticipation to allow tangential interception of the next segment of a route or procedure, or Flyover waypoint. A waypoint at which a turn is initiated in order to join the next segment of a route or procedure.
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ABBREVIATIONS/ACRONYMS
ABI ACAS ACT ACC ADP ADS AFL AFTN AGL AGNIS AIDC AIP AIS AIRPROX AIRAC AIRS ALARP ALCS ALR0FF AMMS AMO AMSL ANO ANS AO AOS APM APW APP ASF ATA ATC ATCC ATCO ATD ATIS ATM ATS AUX AVP BAP BBIA BYP 01/06/2011 Advance Boundry Information Message Airborne Collision Avoidance System Activation Area Control Centre Apron Driving Permit Automatic Dependent Surveillance Air Field Lighting (Systems) Aeronautical Fixed Telecommunication Network Above Ground Level Azimuth Guidance for Nose in Stand ATS Interfacility Data Coordination Aeronautical Information Publication Aeronautical Information Service The code word used in air traffic incident report to designate aircraft proximity Aeronautical Information Regularization and Control Aircrew Incident Reporting System As Low As Reasonably Practicable Airfield Lighting Control System Alarm Off Automatic Message Switching System Approved Maintenance Organization Above Mean Sea Level Air Navigation Order(s) Air Navigation Services Aerodrome Operations Aerodrome Operations System Airport Manager Area Proximity Warning Approach Airport Security Force Actual Time of Arrival Air Traffic Control Air Traffic Control Centre Air Traffic Control Officer Actual Time of Departure Automatic Terminal Information System Air Traffic Management Air Traffic Service(s) Auxillary Apron Vehicle Permit Break Away Point Benazir Bhutto International Airport By Pass operational mode xiv MNL-002-LAAT-2.0
CAA CAT Cb CB CFI CFL CFRO CLAM CM CMC CNS COO COD CPDLC CPL CSSR CTOT CVR D DATCO DATBUC DBM DCO DCP DCT DEP DEST DF DFO DGCAA DM DME DOC DOM DRF DSC DSP DTM ECR EET EJHD ENTRY COOR EOBD EOBT ERP 01/06/2011
Civil Aviation Authority Category Cumulus Nimbus mouse Centre Button Chief Flight Instructor Cleared Flight Level Chief Fire & Rescue Officer Cleared Level Adherence Monitoring alert Corporate Manager Crisis Management Centre Communications, Navigation and Surveillance Chief Operations Officer Cantonment Ordinance Depot Controller Pilot Data Link Communication Current Flight Plan Code SSR Calculated Take Off Time Cockpit Voice Recorder Director Duty Aerodrome Traffic Control Officer Data Block Data Base Management Duty Communication Officer Dry Chemical Powder Dlrect Departure aerodrome Destination aerodrome Direction Finder Duty Facilitation Officer Director General of Pakistan Civil Aviation Authority Deputy Manager Distance Measuring Equipment Document Domestic Data Recording Facility Direct Speech Circuit Deputy Superintendent Police Duty Terminal Manager Equipment Control Room Estimated Elapsed Time Eastern Joint Hydrant Depot Entry Coordinates Estimated Off Block Date Estimated Off Block Time Emergency Response Plan xv MNL-002-LAAT-2.0
ETO EST ETA ETD EXIT COOR EXP FCON FDA FDD FDP FP FDR FIC FIDS FIR FOD FOO FPL FRM OFF FSS ft FTO GA GM GMC GOC GPS GSA HF HFS HMI HPS HQCAA ICAO INT IFR ILS IOU ISO AIIAP JTC JTS Km. LAN LB 01/06/2011
Estimated Time Over a fix Estimate Estimated Time of Arrival Estimated Time of Departure Exit Coordinates Expand Fixed Configuration Flight Data Analysis Flight Data Display Flight Data Processor Flight Plan Flight Data Recorder Flight Information Centre Flight Information Display System Flight Information Region Foreign Object Debris Flight Operation Officer Flight Plan Format Off Fire & Safety Services Feet Facility Training Officer General Aviation General Manager Ground Movement Controller Ground Operation Control Global Positioning System General Service Attendant High Frequency Horizontal Future Situation Human-Machine Interface Hectopascals Headquarters Civil Aviation Authority Pakistan International Civil Aviation Organization Integrated operational mode Instrument Flight Rules Instrument Landing System Incident Occurrence Unserviceability Report International Organization for Standardization Jinnah International Airport Jinnah Terminal Complex Job Training Standard Kilometer Local Area Network mouse Left Button xvi MNL-002-LAAT-2.0
LMG LOA m MAS MATS mbar. MET METEO MHz mm. MON MSAW MTCD NAV NIC NM NOC NOTAM OIC OJT OJTI ORI OFF PAF PANS PANS-ATM PANS-OPS PAPI PCAA PFIO PFIU PIA PSR PSR T PTS QAS QFE Q LOOK QNH R/T RA RAD RAW RB RBL RETD 01/06/2011
Local Maps Generation Letter of Agreement Meter(s) Manager Airside Manual of Air Traffic Services Milibars Metrological Meteorological Mega Hertz milimetre Mono radar operational mode Minimum Safe Altitude Warning Medium Term Conflict Detection Navigation Navigation Integrity Control Nautical Mile(s) No Objection Certificate Notice to Airmen Officer In charge On-the-job Training On-the-job Training Instructor Origin Off Pakistan Air Force Procedures for Air Navigation Services Procedures for Air Navigation Services Air Traffic Management Procedures for Air Navigation Services Aircraft Operations Precision Approach Path Indicator Pakistan Civil Aviation Authority Pre Flight Information Officer Pre Flight Information Unit Pakistan International Airport Primary Search Radar Primary Search Radar Track Panoramic Tower Simulator Quality Assurance System Atmospheric pressure at aerodrome elevation or runway threshold Quick Look Altimeter sub-scale setting to obtain elevation when on ground Radiotelephony Resolution Advisory Radar Restricted Area Warning mouse Right Button Range Bearing Line Revised Estimated Time of Departure xvii MNL-002-LAAT-2.0
RFC RFF RFL RIE RNP ROU OFF RTF RVR RVSM RWY SARPs SATI SDD SDP SIB SID SMS SOPs SPI SSB SSR STAR STCA ST-RAW SVD TCAS TL TM TMA T/P TWY URCSUA USOAP UTC VCCS VFR VFS VHF VIP VMC VPS VVIP
Radar Facility Chief Rescue Fire Fighting Requested Flight Level Route Insertion Error Required Navigation Performance Route Off Radio Telephonic Runway Visual Range Reduced Vertical Separation Minimum Runway Standards and Recommended Practices (ICAO) Station Air Traffic Instruction Situation Data Display Surveillance Data Processor Safety Investigation Board Standard Instrument Departure Safety Management System(s) Standard Operating Procedures Special Position Identification Single Side Band Secondary Surveillance Radar Standard Terminal Arrival Route Short Term Conflict Alert Short-Term Restricted Area Warning Special Vehicle Driver Traffic Alert and Collision Avoidance System Transition Level Terminal Manager Terminal Area Teleprinter Taxiway Un-manned Remotely Control Small UAV Airship Universal Safety Oversight Audit Programme (ICAO) Universal Time Coordinated Voice Communication Control System Visual Flight Rule Vertical Future Situation Very High Frequency Very Important Person Visual Metrological Condition Variable Parameter System Very Very Important Person
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Chapter 1 GENERAL
1.1 ADMINISTRATION:
1.1.1 DUTIES AND RESPONSIBILITIES: 1.1.1.1 The duties and responsibilities of ATS personnel have been laid down by the HQCAA. In addition they will carryout any other duties assigned to them by the, Chief Operations Officer (COO), Radar Facility Chief (RFC), Facility Training Officer (FTO) and Team Leader. 1.1.1.2 The senior most Air Traffic Control Officer having valid ratings in all ATS units shall take over as Team Leader of the Team in addition to ATC duties if manning requirements so demand. He/She shall handle all matters pertaining to Air Traffic Services and management of the Team. 1.1.1.3 Team Leader shall be responsible to RFC and COO for supervision & management of the Team and all ATS operations. 1.1.1.4 Team Leader shall; 1.1.1.4.1 Ensure manning of all operational positions in ATS units for smooth and efficient handling of aircraft movements in the provision of Air Traffic Services. 1.1.1.4.2 Provide guidance to ATS personnel in emergency and/or when encountering any practical problems; 1.1.1.4.3 Co-ordinate and handle the emergency situations as per existing SOPs. 1.1.1.4.4 Ensure that ATS record is being maintained properly. 1.1.1.4.5 Handle VVIP/VIP movements in smooth and effective manner as per the directives of the Government of Pakistan, HQCAA/AIP Pakistan. 1.1.1.4.6 Prepare IOU report and ensure its accuracy before its submission to DCO for dissemination. 1.1.1.4.7 Prepare absentee report by filling the columns of the proforma and log the Casual Leave/Absentees in ATS log. 1.1.1.4.8 Ensure that the schedule/non schedule clearances are filed and recorded adequately in the relevant registers and files upon receipt. 1.1.1.4.9 Record the date and time on the leave application upon receipt and forward the same to RFC alongwith comments/recommendations. 1.1.1.4.10 Complete the take over activities as per para 1.4, however, log-in/log-out control positions by entering user ID and Password in the system will be considered as actual time of take over the control position. 1.1.1.4.11 Ensure correct sectorization setting. 1.1.1.4.12 Ensure the required operational functions (total nine in number) inhibited at CMD as described in SATI Appendix E at least once in duty time or when required. 1.1.1.4.13 Collect and record data of STCAs occurred during tenure of duty. 1.1.1.4.14 Ensure that the system parameters in CMD shall not be changed unless authorized by COO. 1.1.1.4.15 Conduct alignment check of Radar system daily at 0500 UTC or when required, as per the procedure outlined in Para 3.8.1. 1.1.1.4.16 Assemble in the ACC along with his team fifteen minutes before start of duty to discuss ATS / safety related issues / new development and other matters of mutual interest. 1.1.1.4.17 Team Leader will also take over as Search & Rescue Officer in addition to his own duties. 1.1.1.4.18 Any other duty assigned by the higher officials.
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1.1.1.4.19 Record in his log the verbal instructions issued by the APM, COO and RFC.
1.2
EFFICIENCY AND DISCIPLINE:

1.2.1 1.2.2 All ATS officials must arrive 15 (fifteen) minutes before the duty hours. ATS personnel are not permitted to leave their respective units/positions unmanned during their tenure of duty, unless properly relieved. Whenever it is absolutely necessary for any ATS official to leave his place of duty for a short period, necessary interim arrangement shall be made within the team by Team Leader in such a manner that it should not impair the efficiency of any service being rendered by that ATS unit/position. ATS personnel shall not leave their positions without the permission of the Team Leader. ATS officials and staff shall comply with the instructions of the Team Leader in letter and spirit. ATS officials shall keep themselves abreast with the latest developments on ATS procedures, NOTAMs, AIRACs, including AIRCON 2100 system manuals- for SDD, VCCS, CMD, Memorandums, Circulars and other professional knowledge documents related to the duties/functions they are required to perform. ATS officials shall not relax during the period of duty without properly relieved in order to ensure safe, smooth and efficient flow of air traffic. The log-in/log-out time recorded in the ATM system except Aerodrome/Ground Movement Control, shall be considered as the actual time of assuming the duty by the concerned officials. Before taking over watch, Air Traffic Controllers shall; 1.3.1.1 Ensure that they are aware of the latest promulgated orders, instructions, NOTAMs and signals pertaining to their duties with particular reference to the serviceability of their units (i.e. Aerodrome, approach, control area, FIR as appropriate) facilities, navigational aids, danger, restricted, prohibited areas, VVIP/VIP movements etc. 1.3.1.2 Obtain full information and briefing from the meteorological office with regard to the current/forecasted weather conditions for the period of their watch. This can be accomplished by a visit to the meteorological office with a personnel briefing or by a study of forecasts and charts provided by the meteorological office for this purpose or on telephone. 1.3.1.3 Ensure that they have full appraisal and understanding of the current traffic situation paying particular attention for maintaining separation standards. 1.3.1.4 Acquaint themselves with the serviceability status of all equipments in their charge and likely to be required during their period of duty. 1.3.1.5 Go through the concerned ATS log books for the period of his/her off duty/leave. Upon completion of the above actions, in-coming/out-going controllers will login/log-out control positions respectively by entering user ID and Password. The conventional take over time in ATS Log book will be as per clause 1.4.2. When handing over watch, Air Traffic Controllers shall ensure that their successor has; 1.4.1.1 Complete information on the current traffic situation; 1.4.1.2 Been informed of any item of specific interest which could influence or have a bearing on the continuation of the watch; 1.4.1.3 Been advised and he / she accepted the displayed traffic as a true representation of the existing traffic situation. If there should have been any development during the watch, requiring any action, report and recording in the interest of efficiency or safety, it is considered expedient for the Air Traffic Controller to complete all actions and subsequent reports and recording rather than transfer the responsibility to another controller. Inspite of the fact that the watch roster determines the hand over time, the Air
1.2.3 1.2.4 1.2.5
1.2.6 1.2.7
1.3
TAKING OVER WATCH:

1.3.1
1.3.2
1.4
HANDING OVER WATCH:

1.4.1
1.4.2
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1.4.3 1.4.4
Traffic Controller handing over will remain on duty until his responsibility for such action has been discharged completely and effectively. When incoming Controller is fully acquainted with the traffic situation and accepts responsibility for the watch, the outgoing controller will log-out control position. The conventional take over time in ATS Log book will be as per clause 1.4.2 All ATS officials shall follow the handing over/taking over procedures in letter and spirit. They shall sign the unit log book preferably at the time they assume operational duties except circumstances necessitate actions under clause 1.4.2. The signature should be followed by complete name and date. Unauthorised persons are not permitted to enter into any ATS Unit. Airlines operational person may enter PFIU (Air Traffic Services Reporting Unit) for the purpose of filing flight plan, delivering or receiving messages, signing of landing fee forms and filing of other relevant details etc. Flight Operations Officers of airlines are permitted in the ATS units as and when required. In case of emergency or when circumstances so warrant, aircraft engineering / operations personnel of the concerned Airline may be permitted to enter the control tower by Aerodrome Controller. Familiarisation visits / all other visitors shall be subject to the prior approval of the APM, COO or RFC. A daily Team manning/absentee-leave report on the prescribed proforma (Annexure-A1) shall be submitted by the Team Leader before handing over watch. Air Traffic Controllers of PFIU and Aerodrome Control Tower shall inform the Team Leaders about the absence of ATS officials and late comers. All absentee reports covering the whole day and short leaves during duty shall be forwarded to RFC at 0900 hours on each working day. ATS officials shall; 1.7.1.1 Sign the ATS log; write the complete name below signature alongwith date, time group after completing handing/taking over procedure. 1.7.1.2 Record the pre-duty checks carried out. 1.7.1.3 Record the un-serviceabilities of radio/navigation aids, telephones, direct speech circuits and intercoms etc. 1.7.1.4 Record the incidents, occurrences and accidents. 1.7.1.5 Record the coordination affected for any significant incidents, occurrences, accidents and VVIP/VIP movements. 1.7.1.6 Record the information of significant nature received from other ATS units/FICs/ACCs. 1.7.1.7 Record the diversionary flights. 1.7.1.8 Ensure that the information recorded in the log book is comprehensive, concise and clear. 1.7.1.9 Go through the log books for the period they were availing off/holidays/leave to update themselves. 1.7.1.10 Ensure that the ATS log is completed in all respect so as to give clear picture of the events. Whenever additional responsibility is assigned or assumed, the same shall be recorded by handing over/taking over in respective log books by the concerned ATS official. DATCO Tower shall maintain the log (Register) of verbal instructions which are issued by APM, COO and RFC from time to time. Team Leader shall check and countersign the log books of ATS staff (ACC) for his Team. Team Leader shall send the ATS log books (air traffic control positions only) to RFC for his perusal on working days at 1000 hours. In case of accident, bomb threat and hijacking involving aircraft and Runway blockage, the Team Leader shall inform COO, GM ATS and D. Ops HQCAA and issue necessary message for Ministry of Defence through fax in consultation with COO AIIAP.
1.5
ENTRY INTO THE ATS UNITS:

1.5.1 1.5.2
1.5.3 1.5.4
1.5.5
1.6
DAILY ABSENTEE REPORT:

1.6.1 1.6.2 1.6.3
1.7
ATS LOG:
1.7.1
1.7.2 1.7.3 1.7.4 1.7.5
1.8
NOTIFICATION TO THE MINISTRY OF DEFENCE:

1.8.1
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1.9
OPERATIONAL
1.9.1 UN-SERVICEABILITY OF AIR-CONDITIONERS The un-serviceability of any of the air-conditioners installed in ATS units should be recorded in the relevant logbook on the left hand side giving the following details: 1.9.1.1 Time when the equipment becomes unserviceable; 1.9.1.2 Time when the equipment becomes serviceable; 1.9.1.3 Name of the person who was informed to rectify the fault; 1.9.1.4 Subsequent actions. 1.9.1.5 The above stated information is to be recorded on a date-wise basis so that a consolidated report may be sent to HQCAA at the end of each month DEVIATION FROM ROUTE NEAR INTERNATIONAL BORDER Whenever a flight informs to any ATS Unit of its deviation from flight plan route to avoid weather near International Borders the concerned ACC (P) Controller shall ensure that adjacent ACCs are informed about it well in time, including reasons for deviation from the prescribed ATS Routes. SOCs shall also be kept informed without any delay. R/T PHRASEOLOGY & ATC CLEARANCE 1.9.3.1 Standard R/T phraseology is to be used at all times and compliments such as Good Morning, Good Day etc. are to be exchanged only upon initiation of the pilot. 1.9.3.2 ATC clearance when delivered to Aerodrome controller or to Walton ATC, should be given as per standard phraseology and both should read back the clearance verbatim. 1.9.3.3 ATC clearance to departing flight shall be issued at the time of approving start up. However, departure restriction and manoeuvres can be passed before issuing take-off clearance. 1.9.3.4 Some of the pilots are in habit of saying Roger instead of reading back full ATC clearance given to them leaving room for confirmation. As such all Controllers shall insist on read back of ATC clearance. 1.9.3.5 Consequent upon implementation of Air Traffic Management System in PAKISTAN, ATC Clearance to all Controlled flights will normally be issued to: 1.9.3.5.1 Destination Aerodrome. 1.9.3.5.2 The limit of controlled airspace if it is ensured that necessary coordination for the control of flight will be effected with concerned sectors and ATC Units, en-route and at destination as the flight will progress. 1.9.3.5.3 ATC Clearance may be issued using the following format as appropriate along with any required restriction / instructions: 1.9.3.5.4 Cleared to (Destination Aerodrome) via (flight planned route) or ATS route, ______________, _____________, and_______________. FL _______. 1.9.3.5.5 Cleared from (significant point) to (significant point) via significant points, 1,2,3, etc, or (ATS Routes). FL _______________. 1.9.3.5.6 Cleared to (Destination Aerodrome) via SID _______________. Thereafter follow (ATS routs____________) FL ______________. 1.9.3.5.7 Cleared to (Destination Aerodrome) via (ATS Routes) _____________ and (STAR ___________) FL _______________. EXAMPLES: i. Lahore Control clears, PIA303 to Karachi via LEMOM 3A Departure. Thereafter follow route J112 climb and maintain FL 280. ii. Cleared to Jiwani via LEMOM 3A Departure FL 300. Thereafter follow flight-planned route. iii. Cleared from RIMPA to TIGER via ZHOB, BINDO and MURLI FL 330. iv. Cleared to PAVLO from SAMAR via (ATS route) FL 300. v. While issuing ATC clearance, emphasis should be given on standard R/T phraseology, proper strip marking & obtaining of position report from aircraft in standard format.
1.9.2
1.9.3
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PHRASEOLOGY RELATING TO FLIGHT LEVELS 1.9.4.1 Whenever the flight plan level is not available, the standard phraseology to be adopted should be. 1.9.4.1.1 FL _____ not available (till time____ or position _____, if applicable due traffic etc) suggested FL ______ advise. 1.9.4.1.2 FL _______ not available due (traffic or etc) suggested alternative FL ______, or FL ______, advise. Note: - (In such cases delay in take-off time for a preferred level may also be suggested). 1.9.4.2 While referring to levels the numbers designating the levels should not be omitted, e.g. Continue climb to cruising level FL 280 or Continue climb to FL 280 but not Continue climb to cruising level. 1.9.5 RADIO TELEPHONY TRANSMITTING TECHNIQUES 1.9.5.1 Radio Telephony transmitting techniques of some of the controllers are not of the desired effectiveness. The following points should be kept in mind while transmitting on Radio or ATS coordination circuit. 1.9.5.2 Speak all words plainly and clearly so as to prevent running together of consecutive words. 1.9.5.3 Maintain normal conversational speech rate. When transmitting some data which must be copied in whole or in parts, adjust the speech rate accordingly. 1.9.5.4 Avoid large pauses and introduction of hesitant sounds as er um and ah etc. 1.9.6 ASSIGNMENT OF LEVELS TO JET AIRCRAFT When an aircraft reports vacating a level, the vacated level may be assigned to another aircraft except, when it is known that severe turbulence is being encountered; the first aircraft must achieve standard vertical separation from the vacated level before clearing another aircraft to that level, which is not separated otherwise. Controller should exercise the same caution when clearing high performance aircraft. This procedure will also apply when aircraft are held in the holding pattern or en-route. 1.9.7 VMC CLIMB/DESCENT 1.9.7.1 VMC Climb/Descent shall not be authorized to any aircraft operating within controlled airspace. 1.9.7.2 Aircraft operating outside controlled airspace and desiring VMC Climb/Descent maintaining their own separation may do so during day and below FL 150. In all such cases it shall be ensured that not only the essential traffic information is issued to the aircraft concerned but alternative suggestions are also issued, to be followed in case it is unable to maintain VMC during its Climb/Descent phase 1.9.8 RULES OF THE AIR 1.9.8.1 All flights will be operated in accordance with the Visual Flights Rules to such aerodrome for which no instrument approach procedure has been specified. 1.9.8.2 Flights may operate on IFR to those aerodromes where radio navigational aids (NDB/VOR) are available and instrument approach procedure has been established. 1.9.9 ATC SERVICE 1.9.9.1 Air Traffic Control clearance shall be obtained by all flights prior to operating into Lahore Control Zone / Control Area. 1.9.9.2 Radar Advisory Service will be available within Lahore Control Zone whenever practicable for all VFR flights. 1.9.10 FLIGHT PLAN 1.9.10.1 A Multiple Flight Plan shall be filled in respect of each flight covering the sector from Lahore and back via the intermediate landing points both ways. 1.9.10.2 Changes to the multiple flight plans, if any, shall be filed at the intermediary controlled aerodromes. 1.9.10.3 All changes to the flight plan including any delays etc. shall be filed with Lahore ACC by the aircraft in flight also.
1.9.4
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1.9.11 COMMUNICATIONS 1.9.11.1 Continuous two-way VHF communication between the aircraft and Lahore Approach shall be maintained while operating within Lahore Control Zone and with Lahore Control Area. 1.9.11.2 Position reports shall be made on enroute frequencies to Lahore ACC at half hourly intervals or as advised by ATC, prior to each landing and after each departure by aircraft in flight. 1.9.11.3 After landing at an uncontrolled aerodrome, the landing time may be relayed to Lahore ACC on HF / R/T or any other source by the aircraft whenever practicable 1.9.12 ALERTING SERVICE 1.9.12.1 Over due action shall commence if aircraft fails to arrive within 30 minutes of its ETA on return at Lahore or at a controlled aerodrome on the route as mentioned in the multiple flight plan. 1.9.12.2 If a flight is delayed at any intermediary station the pilot shall make every possible endeavour to inform Lahore ACC in order to avoid unnecessary over due action. 1.9.13 PROCEDURES AND PHRASEOLOGY TO BE USED FOR COORDINATION BETWEEN ATS UNITS 1.9.13.1 The instructions contained herein after are to standardize the procedure and phraseology to be followed by ATS personnel while coordinating aircraft movements. 1.9.13.2 Nothing in these instructions preclude the fact that information required to be passed to SOC will continue to be supplied as soon as it is received. This includes any revision to the aircraft movements, which are of a significant nature and can have direct effect on the provision of Air Traffic Services. 1.9.13.3 Whenever in the opinion of any ATS units, a confliction hazard is expected to develop, information with regard to such flight or flights shall be coordinated between the controllers only and not through the FDAs. All FDAs employed at different positions are to ensure that any such information received is passed to the controller / ACC (P) immediately. 1.9.13.4 All messages exchanged over the inter-comm shall be followed by operating initial of the person passing the message and the person receiving the message shall repeat his initials followed by time. 1.9.14 DEPARTING AIRCRAFT 1.9.14.1 FLIGHT PLAN 1.9.14.1.1 After the receipt of flight plan of a departing aircraft, the Pre Fight Information unit will forward the required information to the Area Control Centre and obtain the approval of the Area Controller (Procedure). The following steps will be followed. 1.9.14.1.2 The PFIO will forward the Flight Plan at least 30 minutes prior to the proposed departure time on telephone or AMHS (as applicable) to FDA Tower and FDA East / West. The information shall be passed in a standard manner i.e stating the information contained in each box on the strips, reading from left to right and utilizing standard phraseology. This will enable the receiving FDA to copy the information directly on a strip thus eliminating any confusion. 1.9.14.1.3 Examples of Phraseology PFIU= (Calls) Tower this is a Pre-Flight Proposed departure Tower = Go Ahead PFIU = PIA 356 B747 Speed/502 Requesting FL 200 IFR/VFR (as applicable) proposed departure 0200 Lahore-Islamabad SZ Tower = LD 13. 1.9.14.1.4 In the above examples the PFIU gives his operating initials to indicate that his message has completed. The FDA Tower give his operating initials (LD) to indicate that he has received and
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1.9.14.1.5
Note: 1.9.14.2
understood the message and then state the time of receipt/print. The FDA East / West will prepare the necessary strips for Approach Controller and Area (Radar/Procedure) Controller and FDA Tower will prepare the strip for Ground Controller and Aerodrome Controller. In case of departure from Walton, SOP for operation of aircraft at Walton shall be followed.
OPERATION When an aircraft is ready to start engines, the Ground Controller shall coordinate the start up with Area Controller Procedure and Aerodrome Controller. The Area Controller (Procedure) shall issue ATC clearance in coordination with Approach Controller. The Ground Controller shall pass the same to the departing aircraft and Aerodrome Controller. When the aircraft is ready to taxi out the Aerodrome Controller shall call Approach Controller and pass the following. 1.9.14.2.1 Approach-Tower PIA701 taxiing out IFR to KARACHI or APATX taxiing out VFR to RAHWALI. The Approach Controller may follow ATC clearance with level restriction, heading and / or VIFNO or RSYD. In case of flight operating wholly with in the control zone the ATC clearance shall be issued by Approach. 1.9.14.2.2 Aerodrome Controller shall then obtain the final release of the aircraft from Approach Controller and complete the strip using the information/clearance given by Approach Controller. 1.9.14.2.3 After the aircraft is airborne the Aerodrome Controller shall call Approach and Area Controller (P) and say PIA 701 airborne at 10 over to Approach. 1.9.14.2.4 When the aircraft comes in contact with Approach, the Approach Controller shall advise Tower as follows. PIA 701 in contact. 1.9.14.2.5 Prior to the time the aircraft reaches 35NM range mark Approach Controller shall signal Area Radar Controller and say: Area-Approach (Calls) Progress. Approach go ahead. Area-PIA701 estimating 35NM at 21 climbing FL 200. QM Approach-HD19 1.9.14.2.6 The Area Controller Radar shall update the strip using information given by Approach Controller and advice Approach when the aircraft comes in contact with the former e.g. Approach-PIA701 in contact. 1.9.15 BAND OF SSR CODES A list of SSR code band for AIIAP Lahore for Domestic / International and all Schedule / Non Schedule flights are given below: SKD / NON SKD Schedule Non Schedule INTERNATIONAL 4501 4511 4512 4517 DOMESTIC 0101 0130 0131 0145
LAHORE
Note: i. ii.
The SSR code number may be reused by another flight provided an interval of six (06) hours exists between the two departing flights. ICAO has allotted one additional SSR code series 4400 to 4477 for Domestic flights of Lahore FIR. The same code series is allotted to PAF for their Military th aircraft. (Reference HQCAA/1126/10/ATS dated 29 January 2010).
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1.9.16
A. T. C INCIDENT REPORTS 1.9.16.1 All ATC incidents including ground incidents/accidents shall be immediately reported to C.O.O, RFC and Airport Manager. The record related to the incidents should be collected and submitted to C.O.O / RFC along with the written report by Team Leader. 1.9.16.2 Statement in respect of a landing aircraft shall be obtained from the Pilot- inCommand of that aircraft.
1.10
REPORTING OF INCIDENTS / OCCURRENCE / UNSERVICEABILITY / DIVERSION / OVERSHOOT IN IOU REPORT

1.10.1 ACC Procedure Controller shall complile the report incordination with Team Leader and th forward to DCO contained in 001 OPCO 1.0 dated 17 May, 2010 daily at 0530 hrs under the following headings: 1.10.1.1 Radar 1.10.1.2 Radio Nav-Aids 1.10.1.3 Telecom 1.10.1.3.1 Air-ground. 1.10.1.3.2 ATS Coordination (DSCs, ISDs). 1.10.1.3.3 AFTN 1.10.1.4 Meteorological-Instruments 1.10.1.5 Aircraft Reports 1.10.1.6 Incidents-Occurrences-Diversions 1.10.1.7 Overshoots except those carried out by training flights for training purpose. 1.10.2 REPORTING OF AIRCRAFT ACCIDENTS AND INCIDENTS 1.10.2.1 FLIGHT SAFETY It is the duty of everyone associated with the aviation industry to make flying safer. Although aircraft incidents/accidents cannot be totally eliminated but with collective efforts these can certainly be reduced to an acceptable minimum. All concerned with the operations, maintenance and Air Traffic Control must realize that they share a general responsibility for eliminating those human and material weaknesses, which cause incidents/accidents. As such by implementing aggressive flight safety programme and by collective efforts of all those concerned with operation of aircraft, accident/incidents can be avoided. 1.10.2.2 PURPOSE OF REPORTING Reporting procedure in respect of incidents/accidents have been prescribed with the view to provide full information about every incident/accident so that causes may be established and remedial actions can be taken to prevent recurrence. 1.10.2.3 DEFINITIONS 1.10.2.3.1 ACCIDENT An occurrence associated with the operation of an Aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which: 1.10.2.3.1.1 Any person is fatally or seriously injured as a result of being in the aircraft, or 1.10.2.3.1.2 by direct contact with any part of the aircraft including parts which have become detached from the aircraft, or 1.10.2.3.1.3 direct exposure to jet blast, except when the injuries are from natural causes, self inflicted or inflicted by other persons, or when the injuries are to stow away hiding outside the area normally available to the passengers and crew, or 1.10.2.3.1.4 The aircraft sustains damage or structural failure which:
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i.
Note 1:
Adversely effects the structural strength performance of flight Characteristics of the aircraft and ii. Would normally require major repairs or replacement of the effected component, except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories: or for damage limited to propellers, wing tips, antennas, tires, breaks failing, small dents or puncture holes in the aircraft skins: or iii. The Aircraft is missing or is completely inaccessible. For statistical uniformity only an injury resulting in death within 30 days of the date of accident, is classified as a fatal injury. Note 2: An aircraft is considered to be missing when the official search has been ceased on request of the operator.
INCIDENT: In relation to an aircraft means an occurrence, which takes place either on the ground or in flight in which: 1.10.2.3.2.1 The aircraft suffers damage or a person suffers injury in circumstances other than those specified in the definition of accident; 1.10.2.3.2.2 The aircraft has a forced landing; 1.10.2.3.2.3 The aircraft lands at a schedule aerodrome in an un-airworthy condition; 1.10.2.3.2.4 The aircraft is compelled to land at the aerodrome of departure without completing the schedule flight. 1.10.2.3.2.5 The aircraft lands owing to conditions, which make continuation of the flight inadvisable. 1.10.2.3.2.6 The position of the aircraft becomes unknown for any period; or 1.10.2.3.2.7 The safety of the aircraft or its occupants or any other persons or property is jeopardized. 1.10.2.3.3 SERIOUS INJURY An injury which is sustained by a person in an accident and which: 1.10.2.3.3.1 Requires hospitalisation for more than 48 hours, commencing within seven days from the date injury was received; or 1.10.2.3.3.2 Results in a fracture of any bone (except simple fractures of fingers, toes, or nose); or 1.10.2.3.3.3 Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or 1.10.2.3.3.4 Involves injury to any internal organ; or 1.10.2.3.3.5 Involves second or third degree burns, or any burns affecting more than 5 percent of the body surface. 1.10.3 PROCEDURE FOR REPORTING 1.10.3.1 When an incident/accident occurs in Pakistan to a civil registered aircraft, the Pilot-in-Command shall be responsible for ensuring that a notification of the accident or incident is furnished to the ATS unit concerned by the quickest possible means. It must be followed by a written report as soon as
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practicable. On receipt of the information about any accident /incident by ATS unit, the duty Team Leader will immediately inform the following; 1.10.3.1.1 Ministry of Defence (In case of Bomb Threat, Runway blockage, Hijacking) 1.10.3.1.2 C.O.O & RFC, A.I.I.A.P. 1.10.3.1.3 Airport Manager A.I.I.A.P (Through MAS/DMAS) 1.10.3.1.4 Director Operations 1.10.3.1.5 General Manager A.T.S 1.10.3.1.6 President S.I.B 1.10.3.1.7 Chief Pilot Investigator 1.10.3.1.8 Chief Inspector 1.10.3.1.9 Director of airworthiness (In case of Pakistani registered Aircraft) 1.10.3.1.10 Controller of airworthiness (In case of Pakistani registered aircraft) 1.10.3.1.11 S.O to D.G.C.A.A. 1.10.3.1.12 S.O to Dy. D.G.C.A.A. 1.10.3.2 Notification of occurrence should contain the following information: 1.10.3.2.1 Name, designation and telephone number of the officer reporting the occurrence. 1.10.3.2.2 Name of the airport from which message originated. 1.10.3.2.3 Aircraft information: i. The type, nationality and registration mark of the aircraft. ii. The name of the owner, operator and hirer (if any) of the aircraft. iii. The name of the pilot. iv. The date and time when the accident / incident occurred. v. The last point of departure and the point of intended landing of the aircraft and nature of the flight. vi. The location of the accident / incident with reference to some easily defined geographical point. vii. The nature and cause of the accident / incident as far as known and viii. The nature and extent of damage to the aircraft. ix. Weather condition. 1.10.3.2.4 Summary of the occurrence: Signature: Name: Designation: Telephone Nos: Office / Residence 1.10.3.2.5 The above notification should be sent in writing / AMHS as soon as possible to the HQCAA and President SIB. 1.10.3.2.6 If all the data is not available the notification must state so and supplementary report containing the particulars not included in the first report shall be furnished at the earliest. 1.10.3.2.7 Summary of occurrence, if required, should be given using additional paper. 1.10.4 ACCIDENTS / INCIDENTS WRECKAGE PIECES / AIRCRAFT PARTS 1.10.4.1 The pieces of wreckage after an aircraft accident generally spread over a substantial area. The position and condition of the wreckage pieces is essential for accident investigation. Similarly after an aircraft incident, the position of any of its fallen parts during the aircraft manoeuvre is essential for the incident investigation. 01/06/2011 1-10 MNL-002-LAAT-2.0
The position, of the wreckage pieces, in an aircraft accident and aircraft parts in an aircraft incident, shall be determined with respect to runway. The position of bits and pieces of the wreckage assist the investigators in correctly determining the sequences of events. 1.10.4.3 In the event of aircraft accident at the airport, it is the endeavor of Airport authorities to clear the runway and other maneuvering areas as soon as possible for resumption of aircraft operations from the Airport, however the removal of the wreckage/aircraft parts should be done in a manner, which does not hamper accident investigations. 1.10.4.4 In order to meet the requirements of aircraft accident investigation and for expeditious clearance of the runway for resumption of aircraft operation, the position of wreckage pieces/aircraft parts be marked on a chart or prominently indicated on ground with the help of chalk on the runway and with other suitable markers elsewhere. Airport Manager / Duty Manager Airside / Senior Airworthiness Surveyor, being available at the airport will invariably supervise the removal of the aircraft wreckage, in this way on the spot guidance can be obtained from them. 1.10.4.5 ATC incidents are to be reported on standard format as per AIP Pakistan Gen-1-11 and MATS section-I Chapter-1 Page 1-1-13. 1.10.4.6 The addressees on the subject message are to be written in the order of priority based on seniority in the following manner. Directors or equivalent. GMs or equivalent. SO to DGCAA SO to DDGCAA Others. 1.10.5 OPERATION OF SCHEDULE AND NON-SCHEDULE SERVICES BY INTERNATIONAL AIRLINES TRANSITING THROUGH AND OVER-FLYING PAKISTAN TERRITORY 1.10.5.1 DEFINITIONS 1.10.5.1.1 SCHEDULE SERVICES Schedule services are those services, which operate according to a published timetable approved by the Director General of Civil Aviation. 1.10.5.1.2 NON-SCHEDULE SERVICES A service other than scheduled services, which is operated without any published timetable on request / intimation to states, whose territory the aircraft will transit. 1.10.5.1.3 STOP FOR NON-TRAFFIC PURPOSE/TECHNICAL LANDING A landing for any purposes other than taking on or disembarking passengers, cargo or mail. 1.10.5.1.4 COMMERCIAL / TRAFFIC RIGHTS The right to embark or disembark or both of passengers, cargo and mail when so approved by the Director General of Civil Aviation. 1.10.6 OPERATION OF RELIEF FLIGHT IN AID OR DELAYED INTERNATIONAL SCHEDULED SERVICE. In the event of delay to a scheduled service due technical reason etc. and if so requested by the Airline operator, the Airport Manager JIAP Karachi or AIIAP Lahore may permit the operation of relief flight for landing in Pakistan and / or over fly Pakistan territory. 1.10.5.2 INTERNATIONAL ATS ROUTES TO AND FROM PAKISTAN To ensure safety of operations, all scheduled, non-scheduled and relief flights when operating within the Pakistan airspace shall follow the prescribed ATS routes. Timely intimation on all such flights to authorities concerned shall be given by the ATS Units concerned.
1.10.4.2
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ADHERENCE TO ATS ROUTES 1.10.5.4.1 All aircraft are required to follow prescribed ATS routes as given in AIP Pakistan. 1.10.5.4.2 The route to be followed shall be clearly mentioned in the flight plan. 1.10.5.4.3 In case an aircraft in flight wishes to change the route it shall obtain prior clearance from Lahore ACC. The ACC (P) Controller in turn shall inform ATS Units and concerned SOC accordingly. 1.10.6 ESSENTIAL TRAFFIC INFORMATION 1.10.6.1 Essential traffic information shall be issued to concern aircraft when separation is reckoned to be or is likely to be reduced to less than the standard minima, irrespective of type of flight. 1.10.6.2 Essential traffic information shall be issued to concern aircraft either direct on HF/VHF frequencies of Lahore Radio or through ATS Units with whom the aircraft is in contact, before effecting transfer of air-ground communication. 1.10.6.3 Reports of pilots that he has crossed another aircraft shall not be accepted by the controller while giving climb or descend to the aircraft when such a request is so made. The report of two aircraft passing each other should be based on both having passed each other in relation to geographical point or Radio fix and then only climb or descend clearance be given. 1.10.7 PASSING OF INFORMATION ON NON-SCHEDULE FLIGHTS TO CUSTOM / IMMIGRATION / HEALTH / ASF Information on all non-schedule international flights intended to land at AIIAP Lahore shall be passed to Custom, Immigration, Health and ASF as soon as it is received. 1.10.8 INFORMATION OF NON-SCHEDULED AIRCRAFT TO IMMIGRATION The information on all international non- scheduled flights operating to / from Lahore airport shall be passed to immigration staff, by ACC (P) controllers / PFIOS well in advance on telephone as well as in writing giving following details: a. Flight number. b. Type of aircraft. c. Operators Name. d. ETA and place of departure/ETD and destination. e. Nature of flight (Cargo, Passenger etc). 1.10.9 RECALL OF DEPARTING AIRCRAFT BY CUSTOMS / IMMIGRATION / HEALTH No departing aircraft whether taxiing out or in flight, shall be recalled at the request of customs / immigration / health authorities unless such a request is received on a recorded line followed by a written request duly signed by an authorized officer. Airport Manager and COO to be informed invariably. 1.10.10 CUSTOM CLEARANCE OF NON-SCHEDULE FLIGHTS Prior to accepting the flight plan it shall be verified from the General Declaration form that Customs, Immigration and Health authorities clearance has been obtained and stamp with date has been affixed, only then the flight plan be accepted and flight authorized to depart. 1.10.11 VFR OPERATIONS ABOVE FL 150 DURING DAY On occasions where a VFR flight operating below FL 150 may have to climb to a higher level than FL 150 to meet VMC minima. Such flights may be authorized to operate in accordance with VFR above FL 150. All such cases should be reported as ATC incidents and COO is to be informed invariably. 1.10.12 OPERATIONS TO / FROM UNMANNED AIRFIELDS 1.10.12.1 When operating in Lahore FIR to / from airfields or places where there is no communication with Lahore ACC and / or when no contact can be established between the aircraft and Lahore ACC, it is necessary for the operator to give advance information on such flights to Lahore ACC. Complete information on such movements shall be obtained before the commencement of their operations. 01/06/2011 1-12 MNL-002-LAAT-2.0
1.10.5.4
It shall be the responsibility of the pilot-in-command to close the flight plan upon arrival at an unmanned airfield. He shall not take off again till he has informed the nearest aerodrome of his flight plan unless he has already filed a through flight plan 1.10.13 PASSING OF ETA(S) TO CAA FLIGHT ENQUIRY 1.10.13.1 Information on all air movements except local / training flights shall be passed to Flight Enquiry by FDA as and when such information is received. 1.10.13.2 Whenever, there is a change in ETA of any flight in excess of five minutes, light Enquiry must be informed. Duty Controller shall ensure that it is followed rigidly. 1.10.14 DIVERSION FLIGHTS In case of flights carrying passengers, the intimation shall also be given to MAS/DMAS through GMC.
1.10.12.2
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Chapter 2 PRE-FLIGHT INFORMATION SERVICES

2.1. PRE-FLIGHT INFORMATION UNIT
2.1.1 2.1.2 A unit established for the purpose of receiving reports concerning air traffic services and flight plan submitted before departure (ICAO name- Air Traffic Services reporting office). PRE-FLIGHT OPERATIONS: 2.1.2.1 Pre-flight Information Officer (PFIO)shall: 2.1.2.1.1 Be responsible to Team Leader for the provision of pre-flight information services. 2.1.2.1.2 Accept the flight plan messages, other relevant ATS messages, NOTAMs, Weather information (METAR, SPECI and Weather Warning) and disseminate the information to appropriate ATS units, operators and aircraft appropriately. DUTIES OF PRE-FLIGHT INFORMATION OFFICER: 2.1.3.1 The PFIO discharging his/ her responsibility, shall perform the following duties: 2.1.3.1.1 Provide pre-flight information service to the Pilot-in-command or their designated representatives in accordance with the provisions contained in MATS & AIP. 2.1.3.1.2 Prepare CAA forms-438 (Housing & landing) and ensure that the Pilot or his designated representative signs such forms before the aircraft concerned departs from Lahore airport. 2.1.3.1.3 Receive Post Flight Information Report from the pilot or his designated representative and submit to C.O.O/R.F.C. 2.1.3.1.4 Ensure that all NOTAMs/Charts are updated/displayed and relevant documents are properly placed. 2.1.3.1.5 Maintain the PFIOs logbook and ensure that all important matters are recorded. 2.1.3.1.6 Maintain the aircraft movement register in respect of all aircraft movements at Lahore Airport and prepare the summary of movements for each day after 2400 UTC. 2.1.3.1.7 All flight plans and relevant ATS messages will be scrutinized / approved as per the following format for acceptance in ATM System (FDP) and the same shall be passed to concerned ACCs / ATS Units through AMHS: a) IFR Departures from AIIAP for other FIRs Item 15 of ICAO FPL shall start with the terminates i.e. Example 1 PIA 213 A310 OPLA - OMAA LEMOM (space) G214 (space) MOLTA way point at which SID
2.1.3
Example 2 SFR304 IL76 OPLA UUDD ZARAF (space) A466 / P500 (space) PADDY b) IFR Departures from AIIAP within FIR Item 15 of ICAO FPL shall start with the way point at which SID terminates i.e. Example 1 PIA 385 AT42 OPLA OPDG LEMOM (space) J166 (space) MOLTA (space) DCT (space) DIBBA (space) DCT
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Example 2 APBAG C172 OPLA OPLA via Faisalabad DCT (space) OPFA (space) DCT c) IFR Departures from LAH FIR (other than AIIAP) to other FIRs Item 15 of ICAO FPL shall start with Example 1 PAF134 C130 OPLA- OPMT DCT (space) LEMOM (space) J112 (space) MOLTA DCT (space) SARDA (space) KUMMI (space) DCT d) IFR departures within LAH FIR (other than AIIAP) Item 15 of ICAO FPL shall start with Example 1 PIA 672 AT42 OPRN OPMT DCT (space) INDEK (space) J121 (space) SP (space) MOLTA (space) DCT e) VFR Departures (including training and test flights) from all airports within LAH FIR: Item 8 ICAO flight plan shall be filled with letter V for VFR flight. Item 15 of ICAO FPL shall start with Example 1 APBEN PA34OPLA OPMT FL 75 DCT (space) LEMOM (space) DCT (space) SAHIWAL (space) DCT Example 2 PAF 122 CN35 OPMH OPMT FL 115 DCT (space) FA (space) DCT (space) MT Or DCT (space) LAT LONG (space) DCT (space) LAT LONG (space) DCT Note: - List of VFR points alongwith their 5 6 digits codes to be used in flight plan is attached as appendix G. 2.1.3.1.8 Upon the receipt of METAR, SPECI, Weather Warning and SIGMET information etc, disseminate these informations to aircraft through ATIS broadcast and to the concerned ACCs/FICs through AMSS. 2.1.3.1.9 Maintain and update the Aeronautical Information Publications or data of Aerodromes within /outside Pakistan provided in PFIU. 2.1.3.1.10 Ensure that landing and housing charges in respect of NonSchedule operators are correctly assessed, payment voucher issued and payment has been made. 2.1.3.1.11 Any other related duties assigned by the Team Leader (e.g. dispatch of FPL & Revenue data).
or
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2.2.
FLIGHT PLAN
Flight Plan may be accepted between 30 minutes and 2 hours prior to ETD of an IFR flight except as agreed between the operator and the organization providing Pre Flight Information Service. 2.2.2 Not less than two copies of flight plans to be accepted. 2.2.3 While accepting the flight plan, the PFIO must scrutinise it for any obvious errors and shall be pointed out to the Pilot in command/Representative for changes/corrections. 2.2.4 Flight plan of all PIA eastbound flights entering Delhi FIR must be transmitted immediately upon receipt on DD priority. Details for FIC / ADC No. are given on page 315 Para 3.18. 2.2.5 No flight plan to be accepted if it includes an addressee which is not in accordance with ICAO abbreviation and the operator shall be informed accordingly for corrective measures. 2.2.6 A Multiple Flight Plan filed in respect of each flight covering the sectors Lahore & back via the intermediate landing points shall be accepted before the departure of the flight. 2.2.7 Changes in the multiple flight plans if any may be filed at the intermediate aerodrome. 2.2.8 All changes to the flight plan including any delay shall be filed with Lahore Pre-Flight Information-Unit. However from intermediate stop the changes should be passed to Lahore ACC through available sources of communication. 2.2.9 PFIO after scrutinising the FPL shall transmit it to all concerned stations/ATS units at least 30 minutes prior to ETD. 2.2.10 ARRIVING AIRCRAFT 2.10.1 FLIGHT PLAN The station from where the aircraft depart will pass departure time and flight plan message. This will be sent on HF/AMHS/DSC directly to the Area Control Centre. On receiving this information ACC will take the following actions: 2.18.1.1 The FDA East / West will print the necessary strips for Area Controller (P/R) and Approach Controller. 2.18.1.2 After completing the strips the FDA East / West will pass the information to FDA Tower and Flight Inquiry as per standard procedures. 2.18.1.3 The FDA Tower will print/prepare the necessary strip for the Ground / Aerodrome Controller and hand over to the respective Controller. 2.2.11 OPERATIONS When the aircraft enters the flight information region the Pilot will transmit a position report to the Area Control Centre. This report will contain an estimate for Control Zone Boundary and ETA for the destination aerodrome. The Area Controller (Radar) will pass aircraft estimates FL and other necessary informations to the Approach Controller on standard procedures. 2.18.2.1 The Approach Controller will update the strip using the time and Flight Level received from Area Controller. 2.18.2.2 When the aircraft enters control zone, the Approach Controller shall pass the control zone boundary position report and landing sequence to Aerodrome Controller along with the type of approach the aircraft will carry. 2.18.2.3 The Approach Controller will keep the Aerodrome Controller informed of all revisions to the estimates/ delays. 2.2.12 TRANSIT FLIGHT PLAN (OVER FLYING) 2.2.12.1 The following procedures shall be used: 2.2.12.2 The FDA AMHS upon receiving the flight plan, shall prepare basic and strips for the reporting points along the route the aircraft will fly from entry to exit points. 2.2.12.3 FDA East / West shall display strip of entry point in respect of each aircraft at least 30 minutes prior to the time aircraft is estimated over it based on ETD/ATD. 2.2.12.4 FDA ACC (E) & (W), shall check all the may fly list and flight plans of nonscheduled movement and their clearances. Any Non- Schedule movement without clearance, Civil / Military, is to be brought in the knowledge / notice of the concerned Area Procedure Controller and Team Leader. 2.2.12.5 FDA ACC (E) and (W) shall pass all scheduled and non-scheduled (Civil / Military) flight plan details to the concerned Sector Operation Centre (SOC) without any delay. Thereafter, FDA East and West will handover strips of flight to Area Controller (Procedure/Radar). 2.2.1
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All aircraft entering Lahore FIR will be restricted to their original squawk code allotted by adjacent ACC / Passed to ADC sector. Change of squawk code if deemed necessary is to be passed to ADC sector without delay / top priority to retain the aircraft identification. 2.2.12.7 FDA ACC (E) and (W) to attend respective Air Defence command sector speech circuits / communication lines expediously. 2.2.12.8 Discourage such flights having no specific landing permission in Pakistan Airspace. However, in case of emergency, the Team Leader / DATCO may allow landing at appropriate aerodrome whilst conveying the same to concerned Air Defence command sector. 2.2.12.9 The Area Controller Procedure shall pass estimates of exit point to the relevant FIC/ACC. 2.2.12.10 The Area Controller Procedure shall continually analysis traffic situation and will keep informed about traffic conflictions to the Area Controller Radar well in advance. 2.2.12.11 The Area Controller Radar shall keep informed to the Area Controller Procedure of all revision to the estimates/levels or any other information. 2.2.13 TRAINING FLIGHTS AND PRACTICE INSTRUMENT APPROACHES 2.2.13.1 All aircraft on training flight carrying out circuits and landings shall be under Aerodrome Control and position information on these flights shall be passed to Approach Control/Radar whenever it is likely that this flight will conflict with an arriving or departing IFR flight. 2.2.13.2 Aircraft carrying out practice instruments approaches will be kept with Aerodrome Control and will be handed over to Radar only when there is an arriving or departing IFR flight. This handing over shall take place at least 7 minutes prior to the ETA of the IFR flight at the approach fix and in the case of departures it shall be handed over to Approach when the departing flight taxies out. 2.2.13.3 All training flights shall take place with the prior approval and coordination with Lahore Approach. Note: Schedule flights shall have priority over the training flights.
2.2.12.6
2.3.
FLIGHT PLANS FOR TRAINING/TEST FLIGHTS:

2.3.1 The operators concerned have to submit the flight plan in writing for each flight for aerodrome circuit operation only on the register provided in the Pre Flight Information Unit. Alternatively if it is not possible to submit the flight plan in writing due some reasons, they may submit the plan on telephone to P.F.I.O or through fax on Fax No. 021-99240549, who will record it in the relevant register. In exceptional cases they may submit the flight plan on R/T to Control Tower. In such an eventuality the flight plan shall be submitted sufficiently in advance, so that necessary coordination may be effected before the flight operation. For all flight operations outside aerodrome traffic zone including flights carrying out instrument approaches, a proper flight plan on specified flight plan Performa must be submitted at least thirty minutes before the estimated time of departure. PFIO shall ensure the area and hieght band of test / training flights is specified in the filed flight plan item No. 15. He will coordinate with the concerned ACC for the availability of area and height band before clearing the flight and advise the operator accordingly. If the flight is to be operated out side the Control Zone PFIU will inform FDA East / West and FDA Tower of the following:2.3.4.1 Call sign of aircraft 2.3.4.2 Type of aircraft 2.3.4.3 Speed, proposed altitude/flight 2.3.4.4 Proposed departure time 2.3.4.5 Nature of flight 2.3.4.6 Duration of flight 2.3.4.7 Any other remarks e.g. proposed routing etc. The FDA East / West shall forward such information to Approach/Area Controller. If the nature of flight is circuits and landings the FDA Tower will inform the FDA2 of the following: 2.3.5.1 Call sign of aircraft 2.3.5.2 Type of aircraft 2-4 MNL-002-LAAT-2.0
2.3.2
2.3.3
2.3.4
2.3.5
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2.3.6
2.3.5.3 Proposed departure time 2.3.5.4 Nature of flight 2.3.5.5 Duration of flight 2.3.5.6 Any other remarks The FDA 2 shall forward such information to Approach Controller. If the flight will remain in the Aerodrome circuits and Pilot files his flight plan directly with the Aerodrome Controller, the following information should be obtained and passed to PFIU / FDA2 positions: 2.3.6.1 Call sign of aircraft 2.3.6.2 Type of aircraft 2.3.6.3 Nature of flight 2.3.6.4 Duration of flight 2.3.6.5 Endurance 2.3.6.6 Total number of persons on board 2.3.6.7 Captains name 2.3.6.8 Proposed time of departure Example: PFIU APP Training/or test flight APP PFIU Go ahead PFIU-APP Training one, A310, speed 500 KTS, requesting FL240 ETD 0500, 20 miles North West radial 300, requesting two VOR and two ILS approaches; APP-PFIU Coppied Whenever any VVIP/VIP aircraft is going to land at a unmanned /uncontrolled airfield, and if it is to fly back from there, the Captain of the VVIP/VIP aircraft shall be required: 2.4.1.1 To file flight plan for return flight along with departure flight plan and; 2.4.1.2 In case the return flight is not going to take place in accordance with the flight plan already filed, notify the changes to the appropriate area control centre on telephone. If for any reason intimation on telephone is not possible, aircraft departure time and any change in the flight plan shall be notified on R/T to the appropriate ground station as soon as possible after departure to ensure flight safety. No ATS message shall be accepted if it includes an addressee which is not in accordance with ICAO abbreviation. No administrative message shall be originated without the prior permission of C.O.O / R.F.C. PFIO shall keep the record of all ATS messages received, disseminated and filed with Pre-Flight Information Unit for reference, revenue collection and investigation purpose etc. All Emergency messages pertaining to Military aircraft shall be treated as SECRET and not to be transmitted on any civil telecommunication system. All messages received in PFIU shall be properly initialled by PFIO with Date and Time group. All Operational messages shall be handled in accordance with the instructions as contained in relevant ICAO documents and MATS. ARRIVAL MESSAGES: 2.5.7.1 INTERNATIONAL FLIGHTS: 2.5.7.1.1 AIIAP Lahore as Destination:When an aircraft land at AIIAP Lahore (Intended destination), PFIO shall only be required to transmit arrival message to the point of departure, if the ATS unit originating the flight plan message has indicated that an arrival message is required. 2.5.7.1.2 Diversionary Landing:When a diversionary flight lands at AIIAP, Lahore, arrival message shall be sent by PFIO to 2.5.7.1.2.1 the intended destination 2.5.7.1.2.2 the point of departure 2.5.7.1.2.3 the ATS units, serving each FIR through which, according to the flight plan the flight would have 2-5 MNL-002-LAAT-2.0
2.3
FLIGHT PLAN IN RESPECT OF VVIP/VIP FLIGHT TO UNMANNED AIRFIELDS:

2.4.1
2.5
ATS MESSAGES:
2.5.1 2.5.2 2.5.3
2.5.4 2.5.5 2.5.6 2.5.7
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passed, had it not been diverted to AIIAP Lahore. DOMESTIC FLIGHTS: 2.5.7.2.1 Arrival from Aerodromes in Lahore FIR:When the arrival is from an aerodrome within Lahore FIR to AIIAP, arrival message shall be sent to the point of departure on DSC/SSB by concerned ACC (P) Controller or by PFIO if AMSS/AFTN link is available, as the case may be. 2.5.7.2.2 Arrival from Karachi FIR: When the arrival is from Karachi FIR and AIIAP Lahore is the intended destination, arrival message shall be sent to:2.5.7.2.2.1 The point of departure. 2.5.7.2.2.2 OPKCZTZX and OPKRZRZA / OPKRZRZX. 2.5.8 In case of diversionary landing, arrival message shall also be sent to the intended destination by concerned ACC (P) Controller on DSC/SSB or by PFIO if AMSS/AFTN link is available as the case may be. 2.5.9 Departure Messages: In case of ATM system (FDP) failure: 2.5.9.1 Departure messages of all flights departing from AIIAP Lahore shall be transmitted in accordance with the procedures laid down in MATS and DOC 4444 / ATM. 2.5.9.2 Departure messages of all PIA eastbound flights must be issued under DD priority. 2.5.10 CORRECT INFORMATION TO PFIU & SSR CODES IN ESTIMATES MESSAGES 2.5.10.1 Tower FDA will pass all arrivals / departures / local movements (Touch & Go Timings) to PFIU. Both Units will maintain CA-17 (Aircraft Movement Register) simultaneously and accurately. ATS Messages i.e. Departure / Arrival, Delay (DLA), Cancel (CNL), Change (CHG) will be originated by PFIU promptly. 2.5.10.2 SSR Code shall be included in the ATS messages as prescribed in ATM. All area Radar/Procedures Controllers are advised to invariably include SSR Code allotted or proposed to be allotted to a flight, in estimate messages. 2.5.7.2
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Chapter 3 AREA CONTROL SERVICE

3.1. INTRODUCTION: 3.1.1 Lahore Area Control Centre (ACC) is responsible for the provision of air traffic services in
Lahore Flight Information Region (FIR). Lahore FIR has been divided into two sectors i.e. sector East & West. The ATS officials shall adhere to the procedures applicable in the respective sectors as contained in A.I.P Pakistan, MATS and relevant ICAO documents. The guidelines/principles given hereunder shall be followed in addition to the above mentioned procedures to ensure smooth functioning of ATS Units.
3.2.
AIRSPACE CLASSIFICATION IN LAHORE FIR:

Sr. No. 1. AREA Control Area At and above FL155 Below FL155 (subject to lower limits of CTA) All routes falling in Lahore FIR at or above FL155 All Controlled Aerodromes within Lahore FIR All Control Zones in Lahore FIR (Except Quetta which is class C) All portion of Multan TMA in Lahore FIR Lateral limits : TIPUR (3449N 07252.5E) FATEH (3334.9N 07237.7E) BALKA (3259.3N 07241.8E) CADIZ (3240N 07305E) POINT (3248N 07320E) POINT (3324N 07323E) BATAL (3435N 07305E) Vertical Limits: From ground to FL250 within 25NM From 4500 feet to FL250 beyond 25NM Airspace covering whole FIR, except the above mentioned airspace. Upper limit Unlimited Lower limit Grd/water A C A C B E HORIZONTAL/VERTICAL LIMITS CLASS
2. 3. 4. 5.
ATS Routes Aerodrome Traffic Zones Control Zones (CTRs) Multan TMA
6.
Islamabad Approach
B within 25 NM of VOR
7. 8.
Uncontrolled Airspace Limits of FIR
3.3
AIR TRAFFIC MANAGEMENT

The ATM comprising of Airspace Management (ASM) and Air Traffic Services. 3.3.1 AIRSPACE MANAGEMENT In addition to the existing controlled airspace the following Terminal Control Areas (TMA) and Control Zones (CTRs) have been established. 3.3.1.1 LAHORE CONTROL ZONE A circle of 25 NM radius centred at Lahore VOR/DME except that part which falls in Delhi FIR. a) Upper Limits FL-075 b) Lower Limits Ground c) Airspace Class B 3.3.1.2 LAHORE TERMINAL CONTROL AREA (TMA) A circle of 35 NM radius centred at Lahore VOR/DME excluding that part which falls in Delhi FIR. a) Upper Limit FL-155 b) Lower Limit FL 75 (within 25 NM radius) and FL 55 (out side Control zone)
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3.3.1.3
Class C (out side the vertical and horizontal limits of Control Zone) d) ATS Unit Lahore Approach will provide services in CTR and TMA e) Operating VHF: 121.3 MHz (Main) & 125.3 MHz (Stand By) Frequencies UHF: M-30 / Guard 243 MHz available at RICS of ACC LAHORE AREA CONTROL An Area bounded by following points 3100N 7400E 3500N 7246E 3020N 7228E 3126N 7251E 3150N 7350E 3249N 7308E 3258N 7338E 3207N 7420E then along the counter clockwise arc of 35NM radius centered at Lahore VOR/DME to point 3100N 7400E excluding those areas which fall in OP/P 215 (SARGODHA PROHIBITED AREA) and OP/R 253 (RAFIQUI TRAINING AREA) a) Upper Limit Unlimited b) Lower Limit i) Within 35NM radius of Lahore VOR/DME FL-155 ii) FL-075 From 35NM to 100NM of Lahore VOR/DME iii) FL-155 Beyond 100NM of Lahore VOR/DME c) Airspace Below FL 155 class C At or above FL155 class A d) ATS Unit Services Lahore Area Control Center e) Operating FrequenciesVHF: Main ACC East 127.5 MHz & Emergency 121.5 MHz, ACC (West) VHF: 124.1 MHz & Emergency 121.5 MHz f) UHF frequency UHF: Channel 79 and Guard 243 MHZ are available on RICS of ACC Frequency of PAF/UHF channel (CH 16) provided in control tower is classified and such frequencies are discrete frequencies. CONTROL ZONES IN LAHORE FIR 3.3.1.4.1 In view of Air Traffic density and other associated factors control zones are established in Lahore FIR at the following aerodromes: 3.3.1.4.1.1 D.I KHAN 3.3.1.4.1.2 FAISALABAD 3.3.1.4.1.3 D.G. KHAN 3.3.1.4.2 The lateral and vertical limits are as follows: 3.3.1.4.2.1 LATERAL LIMIT An airspace of 10NM radius centered at aerodrome reference point. 3.3.1.4.2.2 VERTICAL LIMITS: Lower Limits Ground/Water Upper Limit FL-075 Airspace Class C TERMINAL CONTROL AREA (TMA) MULTAN Terminal Control Area Multan has been established to protect the arriving and departing controlled flights to/from Multan, D.G Khan and Bahawalpur Airports. The lateral and vertical limits of Multan (TMA) are as follows: 3.3.1.5.1 LATERAL LIMITS Area bounded by 3015N 6945E (HILAL) to 3000N then to 2917N 3125E (MURLI) to 2920N 7142E (BHAWALPUR) then to 3000N then 3020N 7228E then to 3029N 7148E then 10NM circle to 3028N 7110E then to 3030N 7105E then to 3030N 7053E (TAUNSA) then to 3012N 7045E then back to 3015N 6945E (HILAL). 3.3.1.5.2 VERTICAL LIMITS 3.3.1.5.2.1 LOWER LIMIT NOTE: 3-2 MNL-002-LAAT-2.0
c)
Airspace
3.3.1.4
3.3.1.5
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3.3.1.6
Within 10NM FL-75, from CTR to 20NM 2500 Feet, beyond 20NM till the limit of TMA FL-55. 3.3.1.5.2.2 UPPER LIMIT FL-155. 3.3.1.5.2.3 AIRSPACE CLASS Class E 3.3.1.5.3 Multan Approach Control office has been entrusted with the provision of Air Traffic Control Services, within Multan Terminal Control Area. 3.3.1.5.4 OPERATING FREQUENCIES. Main 119.1 MHz Standby 122.6 MHz 3.3.1.5.5 MULTAN CONTROL ZONE A Circle of 10NM radius centered at Multan VOR. 3.3.1.5.5.1 Lower Limit Ground 3.3.1.5.5.2 Upper Limit FL-075 3.3.1.5.5.3 Airspace Class Class C CHERAT CONTROL ZONE AND ISLAMABAD APPROACH Division of airspace between Cherat and Islamabad Approach is in accordance with the following arrangements: 3.3.1.6.1 CHERAT APPROACH AREA Clockwise area of 60NM radius centred at position 3350NM 7214E commencing from BALKA (3269 7040E) (3258N 7030N) (3343N 7153E) and then clockwise arc of 60NM centred at 3353N 7241E to TIPUR (3449N 7252.5E) then joining point FATEH (3334.9N 7237.7E) and BALKA (3259.7N 242.1E) Upper Limit Unlimited Lower Limit Ground ATS Unit Providing Services Cherat Approach Operating Frequency Main 125.6 MHz / 12 stand by 3.3.1.6.2 ISLAMABAD APPROACH AREA Airspace encompassed within lines joining points:TIPUR (3349N 7252E) FATEH (3334.9N 7237.7E) BALKA (3259.3N 7321.8) CADIZ (3240N 7305E) (3248N 7320E) (3324N 7323E) 3.3.1.6.2.1 Upper Limit FL250 3.3.1.6.2.2 Lower Limit Ground (Within 25NM of Islamabad (VOR/DME) beyond 25 NM A045 3.3.1.6.2.3 Airspace Class B within 25NM of Islamabad VOR, beyond according to ATS route classification. 3.3.1.6.2.4 Type of Service Approach Control Service 3.3.1.6.2.5 ATS Unit Islamabad Approach services providing Services 3.3.1.6.2.6 Operating Main 124.9 & Standby 125.5 Frequencies MHZ
3.4
SECTORS OF FIR:
3.4.1 LAHORE FIR HAS BEEN DIVIDED INTO TWO SECTORS AS FOLLOWS: 3.4.1.1 Lahore ACC Sector East shall provide Air Traffic Services to aircraft operating in Lahore FIR east of line joining points 3700 N 7300 E, SARPI, Islamabad, MAKOT and towards south to as point at Karachi / Lahore FIR Boundary, according to the airspace classified except in those areas which fall under responsibility of Multan TMA, Cherat Approach and Islamabad Approach. 3.4.1.2 Lahore ACC Sector West shall provide Air Traffic Services to aircraft operating in Lahore FIR west on line joining points 3700 N 7300 E, SARPI, Islamabad, 3-3 MNL-002-LAAT-2.0
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3.4.2
3.4.3
MAKOT and towards south to point Karachi / Lahore FIR Boundary, according to the airspace classification except in those areas, which falls under the responsibility of Cherat Approach and Multan TMA. PROVISION OF AIR TRAFFIC SERVICES: 3.4.2.1 Relevant Air Traffic Services in Lahore FIR will normally be provided by; 3.4.2.1.1 Lahore ACC East sector in sector-1. 3.4.2.1.2 Lahore ACC West sector in sector-2. MANNING: 3.4.3.1 Each sector of the Area Control Centre shall be manned as follows: 3.4.3.1.1 Area Radar Controller One 3.4.3.1.2 Planner / Area Controller One 3.4.3.1.3 Area Coordinator One 3.4.3.1.4 Flight Data Assistant One 3.4.3.2 Whenever traffic conditions permit, Team Leader may combine procedure & radar control positions with the consent of duty controllers. This will provide adequate relief to the ATS officials to prepare them for heavy density traffic. 3.4.3.2.1 Manning Eligibility of Controllers. 3.4.3.2.2 The Area Radar Controller shall have a valid Area Radar and Area Procedure Rating. 3.4.3.2.3 The Planner/Area Procedure Controller shall have a valid Area Radar and Area Procedure Rating. 3.4.3.2.4 The Area Coordinator shall have a valid Area Procedure Rating. PLANNER / AREA CONTROLLER: Planner / Area Controller shall be responsible to the Team Leader for: 3.5.1.1 Taking over the position by log-in through assigned user ID and password 3.5.1.2 Displaying correct page on VCCS monitor for communication. 3.5.1.3 Efficient administration and control of his/her work position. 3.5.1.4 Acknowledgement & manipulation of FPL(s) showing alerts such as FP / MSAW / CLAM / RAW. 3.5.1.5 Ensuring flight plans and SSR tracks are correlated on display. 3.5.1.6 Ensuring updates of CFL & ROUTE fields of FP label whenever a change is made by Radar controller. 3.5.1.7 Ensuring appropriate setting of SDD (as described at Appendix D) for visualization of traffic entering / leaving the area of responsibility. 3.5.1.8 Ensuring study of current list of NOATMs available in the ATM system and brief the Area Radar controller about the same. 3.5.1.9 Ensuring correct identification of SYNTHETIC TRACK on SDD and its updating. Synthetic track shall not be used for the provision of Radar separation. 3.5.1.10 Ensuring selection of BYP from INT in case SDD shows FROZEN PICTURE message and select appropriate SSR station depending on traffic condition (as only one radar data will be depicted on one SDD). (Note: Area Radar controller and Planner/Area Controller with mutual understanding may select different SSR Stations on SDD for better situation awareness and maximum coverage of area) 3.5.1.11 In case of SSR and FDP failure, provide air traffic services (non-radar) in accordance with the provisions laid down in AIP, MATS, SAR manual and local instructions issued from time to time to ensure that aircraft flying in the controlled or uncontrolled airspace in his area of jurisdiction to remain procedurally separated as per airspace classification. 3.5.1.12 Issuance of air traffic control clearances as per laid down procedures except, when SSR, FDP are operational and FPL of the aircraft available in the system, clearances for departures from OPLA and OPLH will be issued by Lahore GMC or TWR controller, as the case may be. 3.5.1.13 In the event of SSR failure but FDP functioning, Planner / Area Controller shall feed correct data (route, position, level and speed of the aircraft) in the system to ensure correlation of synthetic tracks with reported position of the aircraft. 3-4 MNL-002-LAAT-2.0
3.5
DUTIES OF ACC CONTROLLERS:

3.5.1
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3.5.2
In the event of SSR and FDP failure take over the control of traffic and provide air traffic control service (procedure)provided: 3.5.1.14.1 Non Radar separation has been established by Area Radar Controller, and 3.5.1.14.2 Proper briefing is received from Area Radar Controller, and 3.5.1.14.3 Flight progress board is updated according to the current traffic. 3.5.1.15 Informing APM of a particular airport when it is necessary to extend the working hours of Radio/Nav. Aids and/or ATS unit. 3.5.1.16 Providing Alerting Service and to take appropriate action when aircraft are known to and/or believed to be in need of assistance, as per laid down procedures. 3.5.1.17 Effecting co-ordination with relevant ATS units. 3.5.1.18 Ensuring that the flights (schedule, non-schedule) are permitted to operate in accordance with the clearances issued by the appropriate authority. 3.5.1.19 Maintaining relevant journals and records as per laid down procedures. 3.5.1.20 Maintaining close liaison with the airline operators in respect of their aircraft requiring assistance. 3.5.1.21 Any other related duties assigned by Team Leader. AREA RADAR CONTROLLER: 3.5.2.1 Area Radar controller shall be responsible to the Team Leader for: 3.5.2.1.1 Taking over the position by log-in through assigned user ID and password. 3.5.2.1.2 Displaying correct page on VCCS monitor for communication. 3.5.2.1.3 Efficient Administration and Control of his/her position. 3.5.2.1.4 Providing Air Traffic Services based on Radar to the air traffic operating in his/her area of jurisdiction in coordination with Planner / Area Controller and according to the provisions laid down in AIP (Pakistan), MATS, SAR Manual and local instructions issued from time to time. 3.5.2.1.5 Maintaining radar surveillance of air traffic in his/her area of jurisdiction to Provide complete position information. 3.5.2.1.6 Ensuring correct identification of SYNTHETIC TRACK on SDD and getting it updated / merged with actual track in coordination with Planner / Area Controller. Synthetic track shall not be used for the provision of Radar separation. 3.5.2.1.7 Ensuring selection of BYP from INT in case of SDD shows FROZEN PICTURE message and select appropriate SSR station depending on traffic condition (as only one radar data will be depicted on one SDD only). (Note: Area Radar controller and Planner/Area Controller with mutual understanding may select different SSR Stations on SDD for better situation awareness and maximum coverage of area) 3.5.2.1.8 Accepting / handing over the control of traffic over the defined and / or agreed transfer of control points (automatic or manual). Transfer of communication shall be made once the traffic is accepted by the accepting controller. 3.5.2.1.9 Providing radar navigational assistance to the aircraft between established navigational fixes or as required under the circumstances. 3.5.2.1.10 Ensuring that radar alignment checks are carried out in accordance with laid down procedure specified. 3.5.2.1.11 Ensuring appropriate setting of SDD (as described at Appendix D) for visualization of traffic entering / leaving the area of responsibility. 3.5.2.1.12 In case of SSR and FDP failure, he shall continue to provide air traffic sevices (non radar) till the time the control of traffic is handed over to Planner/Area Controller after ensuring:
3.5.1.14
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3.6
Standard non-radar separation between all controlled aircraft, and 3.5.2.1.12.2 Flight progress board is updated by the Planner / Area controller according to the current traffic and 3.5.2.1.12.3 Assist Planner / Area controller for the provision of efficient air traffic services. 3.5.2.1.13 Maintaining relevant records as per laid down procedures. 3.5.2.1.14 Providing Alerting Service and to take appropriate action when aircraft are known to and/or believed to be in need of assistance, in accordance with laid down procedures. 3.5.2.1.15 Providing information to the pilot on storm and precipitation areas observed on the radar if possible. 3.5.2.1.16 Taking action in accordance with aircraft crash plan, antihijacking plans as and when required. 3.5.2.1.17 Any other related duty assigned by Team Leaders. 3.5.3 AREA CO-ORDINATOR: 3.5.3.1 Area Co-ordinator shall be responsible to Planner / Area Controller for: 3.5.3.1.1 Taking over the position by log-in through assigned user ID and password. 3.5.3.1.2 Diaplaying correct page on VCCS monitor for communication. 3.5.3.1.3 Manipulating and generating computerized flight progress strips for respective sector. Prepare strips manually when FDP of ATM system is not available. 3.5.3.1.4 Posting coordination data on flight progress strip and informing the concerned Planner / Area Controller for updating the CFL of the relevant flight appropriately. 3.5.3.1.5 Generating / preparing extra strip for SMCC and pass on to FDA November for further action. 3.5.3.1.6 Receiving and feeding FPL information in the system for tracks created under Minimal FPL option within 5 minutes time after generation. 3.5.3.1.7 Making coordination on FPL and ATS messages with respective adjacent / internal units as per the LoA and SOPs. 3.5.3.1.8 Effecting coordination with concerned aerodromes in the area and other ATS units. 3.5.3.1.9 Keeping the adjacent ACCs/FICs/ATS Units updated about the aircrafts current flight plan. 3.5.3.1.10 Effecting coordination with other agencies/offices as and when required. 3.5.3.1.11 Informing ETA of arrivals to GMC and Flight Inquiry. 3.5.3.1.12 Collecting and feeding meteorological information in the system whenever automatic updating is not functioning. 3.5.3.1.13 Any other duty assigned by Planner / Area Controller or Team Leader. TRANSFER OF CONTROL: 3.6.1 Non radar horizontal or vertical separation shall be provided between all controlled flights until they are identified on radar and appropriate radar separation could then be applied in accordance with the prescribed radar separation minima. 3.6.2 Radar handover process will be initiated between two units when aircraft is within one minute flying time from the sector line. Aircraft shall be considered handed over once accepting unit accepts the track. Transfer of communication shall be made once the traffic is accepted by the adjacent controller. 3.6.3 Area Radar controllers shall co-ordinate with each other when an aircraft is operating within 25NM of sector limits.
3.5.2.1.12.1
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3.7
RADAR CONTROL SERVICE:

3.7.1 Radar control service shall be provided by Lahore Area Control Centres in Lahore FIR within Class A B and C airspace in accordance with the directives contained in MATS-Pakistan. Radar Advisory and Flight Information Service shall be provided by Lahore ACC to aircraft outside of control airspace and within Radar coverage on as and when required basis. The Team Leader in the morning shift at 0500 UTC will carry out alignment check of Radar system as per the following procedure (test transponder code depiction will be available on Team Leader SDD in coordination with Radar Technical Supervisor): POSITION OF TEST TRANSPONDERS OF RADAR IN LAHORE F I R RADAR LAHORE ISLAMABAD LAKPASS ROJHAN
TRANSPONDER CODE
3.7.2
3.8
RADAR ALIGNMENT CHECKS:

3.8.1
A- 5555 A- 4444 A-7777 A-6666
DISTANCE / BEARING(B) W.R.T NORTH FROM ITS (LOCAL) RADAR HEAD 48 NM / 09 R 45 NM / 191 R 120 NM / 201 R 65 NM / 105 R
DISTANCE/ BEARING(B) W.R.T NORTH FROM CENTRE OF SCOPE 199 NM / 66 R 150 NM / 40 R 174 NM / 172 R 297 NM / 240 R
3.9
ATS ROUTES
3.9.1 All ATS routes falling outside controlled airspaces are upgraded to controlled airways with an airspace classification A. The Vertical limits are as follows: 3.9.1.1 Lower Limit FL-155 3.9.1.2 Upper Limit FL-410 Lahore ACC will be responsible for the provision of FIS and alerting service in Lahore FIR excluding the controlled airspaces. Respective Area Control (Procedure) shall provide the aforesaid ATS in their respective areas according to sectorization. 3.9.2.1 Operating Frequencies - HF 3.9.2.2 Airspace Class - Class G
3.9.2
3.10
TRANSFER OF CONTROL POINTS BETWEEN ACC SECTORS:

3.10.1 DESIGNATED TRANSFER OF CONTROL POINTS 3.10.1.1 BETWEEN LAHORE ACC (E) & LAHORE ACC (W) ROUTE REPORTING POINT J166 MULTAN J157 SARDA A466 JHANG J129 SARPI J131 BATAL 3.10.1.2 BETWEEN LAHORE ACC (E) & DELHI ACC ROUTE REPORTING POINT A456 RABAN A466/L509 SAMAR M875 GUGAL 3.10.1.3 BETWEEN LAHORE ACC & DUSHANBE ACC ROUTE REPORTING POINT P500 PADDY 3.10.1.4 BETWEEN LAHORE ACC (W) & KABUL ACC ROUTE REPORTING POINT A453 KOTAL M881/L509 LAJAK A466 SITAX N644 PAVLO L750 ROSIE G202 RIMPA G206 SABAR
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BETWEEN LAHORE ACC (E) & URUMQI ROUTE POINT G325/G206 PURPA 3.10.1.6 BETWEEN LAHORE ACC (W) & KARACHI ACC (N) ROUTE POINT J133 PATLA G202 HILAL J139 RAFIA J157 KUMMI J158 KOMAL J163 MALET G201 BASIR 3.10.1.7 BETWEEN LAHORE ACC (E) & KARACHI ACC (N) ROUTE POINT J112/G214/G201 MOLTA J162 ZAMBU 3.10.1.8 BETWEEN LAHORE ACC (E) & ISLAMABAD (APP) AT OR BELOW FL250 ROUTE POINT J121 INDEK J125 BABUR J122 SAKIB J131 BATAL J157 BALKA J129 TIPUR J124 RANJA J134 MUMBA J138 PAISA 3.10.1.9 BETWEEN LAHORE ACC (W) & CHERAT (APP) ROUTE POINT P500 CHITRAL G325/J163 HANGU J139/J144 HANGU J158 DANTY J160 KALGA J157, J161 BALKA J TABAN 3.10.1.10 BETWEEN LAHORE ACC (E) & CHERAT (APP) ROUTE POINT J131 BATAL J121/J162/J221 INDEK G325 TIPUR/SARPI J161 CADIZ 3.10.1.11 BETWEEN LAHORE ACC (E) & FAISALABAD APPROACH ROUTE POINT J124 RANJA J134 MUMBA J138 PAISA
3.10.1.5
3.11
ATS PROCEDURES
The Air Traffic Service shall be provided in accordance with standard/procedures as laid down in Manual of ATS (MATS), ICAO PANS RAC / ATS, ATM (DOC-4444) and AIP Pakistan. Lahore ACCs (East/West) are responsible for the provision of ATS based on SSR/PSR and procedural control outside the Radar coverage area in their respective areas of jurisdiction.
3.12
INTER UNIT COORDINATION:

3.12.1 Coordination between ATS units shall be effected as follows:3.12.1.1 Coordination between ATS Units is one of the most important factors. All ATS units must ensure proper inter unit coordination on VCCS (Voice Commnication and Control System) in standard format.
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When Radar and FDP are nonoperative estimate/Coordination messages regarding transfer of responsibility for the provision of ATS to concerned flights shall be exchanged between concerned sectors at least 15 minutes prior to the flight estimates over designated transfer point. 3.12.1.3 If the flying time of any aircraft from place of departure to transfer point is less than 15 minutes, prior coordination / level approval shall invariably be effected before the departure. 3.12.1.4 When Radar and FDP are nonoperative revision of estimates in excess of three minutes shall be disseminated without delay to concerned sector/ATS Unit. 3.12.1.5 Level change shall only be approved after the prior coordination with the concerned sector. 3.12.1.6 Information on aircraft operating to/from aerodromes located within 25NM of sector boundaries shall be timely co-ordinated with the ACC sectors concerned. 3.12.2 COORDINATION BETWEEN LAHORE TOWER & ACC / APPROACH: 3.12.2.1 When SSR and FDP is nonoperative, Ground Movement Controller shall coordinate start up to get the ATC clearance with concerned Planner / Area Controller. The respective Planner / Area Controller shall issue the start up and ATC clearance (Route clearance, Flight level and SID) to Ground Movement Controller and inform Approach Controller as well. 3.12.2.2 The Planner / Area Controller while issuing ATC clearance may follow it up with VIFNO (Void If not Time ). 3.12.2.3 In case of VFR flights or aircraft operating solely within the Terminal Control Area, Approach controller shall issue ATC clearance. Aerodrome Controller shall obtain the clearance for such departure from Approach Controller when the aircraft requests start up and coordinate for release when it approaches the runway in use. 3.12.2.4 When SSR and FDP are non-operative, the Aerodrome Controller shall inform Approach Controller and concerned Planner / Area Controller about the departure time, and hand over the subject departing Flight Progress Strip to FDA Tower. 3.12.2.5 When SSR, FDP are operative and FPL of the concerned aircraft is available in the system, GMC, on behalf of the Planner / Area Controller, shall issue the ATC Clearance to departing traffic from AIIAP and OPLH after coordinating flight level with concerned ACC. For test flight ATC clearance shall be obtained from Planner / Area Contoller. 3.12.2.6 While coordinating release of the traffic with Approach, TWR controller shall pass relevant information of the aircraft including SID, assigned level and restriction, if any. 3.12.3 COORDINATION WITH LAHORE APPROACH: 3.12.3.1 When SSR and FDP are nonoperative coordination between Lahore ACC (East/West) and Lahore approach shall be effected in accordance with the standard procedures laid down in MATS and DOC4444 / ATM. 3.12.3.2 When SSR and FDP are nonoperative and aircraft is not equipped with a functioning transponder concerned Area Planner / Controller shall forward the progress (TMA estimate, ETA, cleared FL and EAC, if applicable) of an aircraft to Approach Controller at least three minutes prior to transfer of control point. 3.12.3.3 COORDINATION BETWEEN LAHORE ACC (EAST) AND APPROACH 3.12.3.3.1 Coordination between Lahore ACC (East) and Approach shall be effected in accordance with the laid down procedure as under: 3.12.3.3.1.1 The transfer of control will be affected by transferring unit at least 05 minutes before the aircraft is expected to cross the 35NM position giving the following details: 3.12.3.3.1.1.1 Aircraft Call Sign 3.12.3.3.1.1.2 Assigned Level/Altitude 01/06/2011 3-9 MNL-002-LAAT-2.0
3.12.1.2
3.12.3.3.1.1.3 3.12.3.3.1.1.4 3.12.3.4
Assigned SSR Code. Estimate 35 NM position.
DESCEND / CLIMB 3.12.3.4.1 In accordance with the sequence of arrivals, the ACC (East) will approve descend to FL-150 for first aircraft; further will be given in coordination with Lahore Approach. 3.12.3.4.2 Lahore Approach will clear the departing traffic upto FL 140 further climb will be given in coordination with Area Controllers East. 3.12.3.4.3 For departure, ACC (East) (Procedural Controller) shall pass ATC clearance to approach controller before departure of aircraft. ACC (East) would also co-ordinate with ACC (West) for flights proceeding to Kabul FIR via PAVLO, SITAX, LAJAK & RIMPA. 3.12.3.5 COORDINATION BETWEEN ACC (EAST) AND ACC (WEST) 3.12.3.5.1 Following are the designated Transfer of Control points between ACC (East) and ACC (West); 3.12.3.5.1.1 Multan 3.12.3.5.1.2 SARDA 3.12.3.5.1.3 JHANG 3.12.3.5.1.4 SARPI 3.12.3.5.1.5 BATAL. 3.12.3.5.2 Estimate / coordination messages for transfer of responsibility for the provision of Air Traffic Services to concern flights should be exchanged between sectors at least 15 minutes prior to the flights estimate over designated Transfer of Control points. 3.12.3.5.3 If the flying time of any aircraft from place of departure to transfer point is less than 15 minutes, prior coordination/level approval shall be obtained without delay. 3.12.3.5.4 Modification Messages / revision of estimates in excess of three minutes shall be exchanged without delay. 3.12.3.5.5 Level change shall be approved after prior coordination has been affected between ACCs. 3.12.3.5.6 Estimates/Modification/Coordination/Acceptance messages shall be exchanged in inter communication facility using standard format and phraseology as specified in ICAO ATM-PANS RAC & MATS. 3.12.3.5.7 Information on aircraft operating from/to aerodromes located within 25 NM of sectorization line shall be coordinated between ACCs. 3.12.4 COORDINATION BETWEEN AERODROME CONTROL TOWERS IN LAHORE FIR AND LAHORE AREA CONTROL SECTORS: Lahore ACC sectors shall affect coordination with Aerodrome Control Towers located within their area of responsibility and vice-versa as per standard procedure laid down in MATs Pakistan and Doc 4444/ATM. 3.12.5 COORDINATION BETWEEN LAHORE ACC AND ADJACENT AREA CONTROL CENTRES / FLIGHT INFORMATION CENTRES: 3.12.5.1 Lahore ACC Sector East shall affect coordination for transfer of responsibility of aircraft for the provision of ATS with Urumqi / Delhi and Karachi ACC. Sector (East) shall co-ordinate with Delhi ACC as appropriate for departures via RABAN and SAMAR as soon as the aircraft requests start up clearance. Whenever SSR and FDP are nonoperative Lahore ACC sector East shall effect coordination with ACC Sectors West and Cherat Approach. 3.12.5.2 Lahore ACC Sector East shall affect coordination for transfer of responsibility of aircraft for the provision of ATS with Karachi, Delhi, Urumqi ACC and Multan Approach and Islamabad Approach Radar. Whenever SSR and FDP
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are nonoperative Lahore ACC sector East shall effect coordination with ACC Sectors West & Cherat Approach. 3.12.5.3 Lahore ACC Sector West shall affect coordination for transfer of responsibility of aircraft for the provision of ATS with Kabul, Karachi ACC, Cherat and Islamabad Approach. Whenever SSR and FDP are nonoperative Lahore ACC sector West shall effect coordination with ACC Sectors East and Cherat Approach. 3.12.6 RADAR SEPARATION MINIMA The following separation minima have been promulgated by NOTAM number A/0686/96 for application within Lahore FIR in addition to those as given in ICAO ATM. 3.12.6.1 5 NMS RADAR SEPARATION WITHIN THE TERMINAL APPROACH RADAR COVERAGE THAT IS 98 NMS OF LAHORE TERMINAL APPROACH CO-LOCATED PRIMARY AND SECONDARY RADAR UPTO A HEIGHT AT FL-255. 3.12.6.2 15 NMS RADAR SEPARATION USING THE SSR POSITION SYMBOLS OF TRANSPONDER EQUIPPED AIRCRAFT WHILE AIRCRAFT ARE ON PARALLEL DIVERGING OR CONVEGING TRACKS WHETHER AT SAME LEVEL OR CLIMBING OR DESCENDING. 3.12.6.3 WHERE LATERAL SEPARATION IS NOT ESTABLISHED, VERTICAL SEPARATION SHALL BE MAINTAINED BETWEEN TRANSPONDER EQUIPPED AIRCRAFT ON RECIPROCAL TRACKS OUTSIDE COVERAGE OF TERMINAL APPROACH RADARS FROM THE TIME THEIR SSR POSITION SYMBOLS ARE 50 NMS APART BEFORE PASSING UNTIL THEY HAVE PASSED EACH OTHER AND ARE 5 NMS APART. 3.12.6.4 5 MINUTES LONGITUDINAL SEPARATION BETWEEN TRANSPONDER EQUIPPED ACFT ON SAME OR CROSSING TRACKS WHETHER AT SAME LEVEL, DESCENDING OR CLIMBING PROVIDED THAT THEIR PROGRESS IS CONTINUOUSLY MONITORED ON RADAR FORMING THE INTEGRAL PART OF THE ATC UNIT CONCERNED AND THE DISTANCE BETWEEN THOSE AIRCRAFT IS NEVER LESS THEN 30 NMS AS OBSERVED ON RADAR. To cater for the violation alarms in AIRCON2100 system 5NM separation will be provided within TMA Lahore and 30 NM separation will be provided else where. 3.12.7 RADAR HANDOVER Radar hand over shall be affected over the transfer of control points with Islamabad Approach, Karachi ACC, between Lahore ACC East / West as practicable and laid down in MATS Pakistan. 3.12.8 E.A.T. FOR SUCCESSIVE ARRIVALS EAT for successive IFR Arrivals during Non Radar Approach Control Service will be established on the basis of seven minutes intervals 3.12.9 PROVISION OF NON RADAR APPROACH CONTROL Whenever Radar is inoperative, the Approach Radar Controller shall provide Non Radar Approach Control Service. Note:
3.13
DEVIATIONS FROM ROUTE NEAR INTERNATIONAL BORDERS:

When a flight informs any ATS unit of its deviation from flight plan route to avoid bad weather near the international boarder, the concerned Planner / Area Controller shall ensure that Delhi, Kabul and Urmqui ACC is informed about it including reasons for deviation of flight from the prescribed route. SOC shall also be kept informed.
3.14
AIR DEFENCE CLEARANCE FROM INDIA FOR PIA FLIGHTS

Following procedure is to be followed for obtaining Air Defence Clearance Number from the concerned Indian FIC for PIA flights operating through or across India. 3.14.1 Immediately on receipt of flight plan, a plan message is to be originated by PFIO with specific request for A.D.C number. The message is to be originated with DD priority. 3.14.2 Planner / Area Controller (East) shall co-ordinate on DSC or ISD to obtain ADC number at least one hour prior to the ETD of the flight.
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3.14.3 If ADC number is not received by 30minutes before ETD, concerned FIC shall again be requested on D.S.C/ISD. 3.14.4 A.D.C number shall be passed to Ground Movement Controller and PFIO by Planner / Area Controller, PFIO shall pass A.D.C number to PIA Operations immediately. 3.14.5 Ground Movement Controller shall pass the ADC number to aircraft while issuing start up clearance. 3.14.6 In case of delay in receiving of ADC number through concerned FIC / ACC, pilot shall be informed accordingly. 3.14.7 A record is to be kept of:3.14.7.1 Time when flight plan message with ADC request was passed to India through AMHS or DSC/ISD. 3.14.7.2 Time when Air Defence Clarence received from India. 3.14.7.3 Time when Air Defence Clarence relayed to PIA. 3.14.7.4 Delay beyond ETD, if any. 3.14.7.5 Remarks including reasons for delay etc.
3.15
ACTIVATION OF QUETTA FLYING AREAS

3.15.1 Quetta training flying areas have been established as per AIP Supplement S-03/99. The operation timings are from dawn to dusk with the limits from ground to FL300. 3.15.2 Planner / Area Controller (West) shall co-ordinate for civil traffic operating on ATS routes falling in these areas at least 15 minutes prior to entering in these areas. According to the SOP issued by HQCAA, following procedures to be followed:3.15.3 PAF Quetta (ATC) shall pass the information to Lahore ACC sector (West) on activation of any of the above areas at least 30 minutes prior to first departure proceeding to the area concerned. Whenever any area is deactivated PAF Quetta (ATC) shall immediately inform Lahore ACC (West). 3.15.4 On receipt of the information on activation of any of the areas from PAF Quetta (ATC), Lahore ACC shall; 3.15.4.1 Analyze traffic situation on the routes with respect to PAF local flying area. In case any confliction is anticipated, the Planner /Area Controller West shall pass the estimates of the affected aircraft to Quetta ATC and advise them to effect appropriate vertical separation between PAF aircraft and affected enroute aircraft. 3.15.4.2 Enroute civil flights have the right of way through PAF training areas. Quetta (PAF) ATC shall not alter the level of enroute civil traffic unless requested by the pilot and approved by Planner / Area Controller West rather will change the level of PAF local flying aircraft to ensure appropriate vertical separation between civil and PAF aircraft. However, level of aircraft arriving to land at Quetta may be alerted in coordination with the Lahore ACC (West) and subject to the acceptance by the Pilot of the concerned flight to facilitate sequencing. 3.15.4.3 A nominal vertical of 1000 feet below FL-290 and 2000 feet at or above FL290 shall be ensured in case of non-RVSM aircraft by Quetta ATC between civil and PAF aircraft when civil aircraft are flying through PAF local flying area and flying in the area effecting the civil flights. 3.15.5 On the request of Quetta ATC Lahore Area Control (West) may change over the aircraft to Quetta ATC for position reporting and passing of estimates. Quetta ATC after receiving the estimates of entry and exit points of enroute civil flights from concerned flight shall changeover the aircraft back to Lahore Control without delay. 3.15.6 Quetta ATC shall also keep all military aircraft (proceeding to enter any flying area or returning to Quetta from the area for landing) separate from all civil traffic.
3.16
RESPONSIBILITY:3.16.1 PAF shall be responsible for separation, safety of military traffic, as well as all civil traffic transiting through PAF flying areas and arriving / departing to/ from Quetta Airport. 3.16.2 PAF flying shall commence only when it is ensured by PAF Quetta (ATC) that the information about activation of particular area has been relayed to Lahore ACC and subject to adherence of restrictions imposed (if any).
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3.17
COORDINATION WITH SECTOR MISSION CONTROL CENTRE (SMCC) THROUGH FDA N

3.17.1 The following procedure shall be followed for coordination with SMCC in respect of obtaining ADC number and for passing the information of aircraft movements in Lahore FIR. 3.17.1.1 DEPARTURES. 3.17.1.1.1 On receipt of departure strip (computerized or manual) from concerned ACC the FDA NOVEMBER shall immediately pass the FPL details to SOC assistant on direct line. 3.17.1.1.2 On receipt of ADC number of International Departures, FDAN shall immediately pass the same to Ground Movement Controller. 3.17.1.1.3 The Ground Movement Controller shall ensure that no International flight is permitted to depart without ADC number. 3.17.1.2 ARRIVALS/ TRANSITS 3.17.1.2.1 On receipt of estimate/ETA on International / Domestic Arrival and Transit flights from concerned ACC in the form of strips (computerized or manual), the FDA N shall immediately pass the FPL details to SMCC on direct line. 3.17.1.2.2 FDAN shall pass this information to SMCC assistant on direct line. 3.17.1.2.3 SMCC will pass the ADC number for International arrival/Transit flights to FDA N 3.17.1.2.4 FDAN will pass the ADC number to concerned Area Procedure Controller. 3.17.1.2.5 The time of passing details to SMCC assistant shall be noted on register and on the concerned strip. 3.17.1.2.6 Planner / Area Controller shall ensure that information on all movements are passed to SMCC as soon as it is received, & normally within 3 minutes of the receipt of the first information. In the event of receipt of a flight plan of an expected arrival, this information shall be passed to SMCC as it may be possible that departure message is delayed and there is no contact on R/T. 3.17.1.2.7 The time at which the information is passed to SMCC shall be recorded on the concerned strip of ARR / DEP / TRANSIT. 3.17.1.2.8 Whenever any unauthorised deviation of current flight plan is reported by SMCC the written explanation of the Pilot-inCommand shall be taken immediately after arrival at Lahore Airport. 3.17.1.2.9 In case of departing aircraft the written report regarding deviation as reported by SMCC shall be sent immediately to C.O.O. 3.17.1.2.10 In case of refusal by SMCC to accept flight plan information of departing flights from AIIAP Lahore or flight expected to arrive at Lahore, a note to that effect should be made in the remarks column of FDA N logbook and C.O.O/R.F.C. to be informed. Written report shall also be made. 3.17.1.2.11 It should be ensured that all air traffic movements planned as well as actually taking place has been passed to the FDA N assistant without delay by the quickest possible means i.e. on the VCCS etc. The time of passing information to SMCC shall be noted in the relevant register along with name and rank of receiving PAF official.
3.18
REPORTING OF ALLEGED VIOLATION OF PAKISTAN AIR SPACE BY FOREIGN AIRCRAFT

ACC Lahore shall take appropriate actions regarding alleged violation of Pakistan airspace by foreign aircraft. Following shall be observed.
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3.18.1 OCCASION FOR REPORTING: All unauthorized flights by foreign aircraft / helicopter and movement of any unidentified aircraft over Pakistan territory / over fly Pakistan airspace will be reported. When foreign aircraft permitted to fly over Pakistan deviates from flight plan their flight will be considered unauthorized. Deviation will occur when aircraft fly: a) On dates, other than those permitted. b) Unreasonably long before or long after the schedule. c) In areas outside designated air corridor. d) In excess of the number of flights allowed. e) Or make unexpected departure from the given flight plan. 3.18.2 AGENCIES REPORTING AIR VIOLATION: The following agencies will report air violation: a. Army ) b. Air Force ) Formation and Unit. c. CAF ) d. Frontier Constabulary and Civil Police. e. Land and sea customs. f. Local Civil Officials. 3.18.3 ACTION BY ACC (P) CONTROLLER 3.18.4.1 Verify from the flight plan / clearance message and other sources as to the nature of violation and collect all relevant details. 3.18.4.2 Co-ordinate with SOC and if required with adjacent ACC / ATS Units. 3.18.4.3 Inform COO. 3.18.4.4 In case of ATC route or any of the above violation mentioned in Para 3.18.1, originate a signal, in consultation with COO, to D. Ops, with info to GM ATS, SO to Dy. DGCAA and through HQCAA to Ministry of Defence.
3.19
PROCEDURE FOR ADC NUMBER FOR FLIGHT TO / FROM INDIA

3.19.1 In order to ensure smooth flow of air traffic to and from India operating in Lahore FIR, the following procedure shall be followed:3.19.1.1 It is a requirement of India that all aircraft entering their territory shall obtain prior Air Defence clearance from the concerned ACC. 3.19.1.2 Other than Pakistani aircraft it shall be the responsibility of the pilot themselves to obtain ADC from India. Their requests however shall be immediately sent to Delhi ACC and pursued by Lahore ACC. The pilot or their representatives shall be informed of the progress. 3.19.2 PROCEDURE FOR PIAC FLIGHTS 3.19.2.1 The flight plan of PIAC flights to India shall be filed with Lahore PFIU at least one hour in advance of the ETD. 3.19.2.2 A plan message shall be originated on DD priority to Delhi ACC with specific request for ADC. 3.19.2.3 Subsequent efforts shall be made on all available channels especially on inter Direct Speech circuit. 3.19.2.4 ADC when received shall be immediately passed to PIAC operations and to the pilot at the time of start-up clearance. 3.19.2.5 A record is to be maintained of: a) Time ADC received. b) Time ADC passed to PIAC c) Delay beyond ETD with reasons. NOTE: Whenever PIAC flight is delayed due to non-availability of ADC, COO must be informed.
3.20
PROCEDURES FOR FLYING THROUGH P.A.F. LOCAL FLYING TRAINING AREAS IN LAHORE F.I.R. & COORDINATION WITH PAF ATC UNITS
P.A.F. has demarcated their local flying training areas for their bases at Sargodha, Rafiqui, Mianwali, Chaklala and Risalpur etc.
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3.20.1 PROCEDURES FOR SAFE FLYING OF AIRCRAFT OTHER THAN PAF THROUGH THESE FLYING AREAS: 3.20.1.1 Proper co-ordination shall be affected by Lahore ACC with the PAF ATS units concerned to ensure safe flying of civil aircraft through the PAF training areas. 3.20.1.2 Foreign aircraft except on designated ATS international routes shall not be cleared to fly through the PAF flying areas unless permitted by the Air Headquarters or the Director General of Civil Aviation. 3.20.1.3 Pakistani aircraft other than P.I.A.C. scheduled flights on approved routes shall operate through these areas after prior permission is obtained from the ATS units concerned. PIAC scheduled flights shall operate on authorized routes through training areas. After filing a special request to Cherat Control, Rafiqui ATC and Sargodha ATC through Lahore ACC Procedural Controller. 3.20.2 PROCEDURES FOR FLIGHTS OTHER THAN PAF AIRCRAFT, WHILE FLYING THROUGH PAF LOCAL FLYING AREAS 3.20.2.1 Lahore ACC shall inform about the expected aircraft movements through these areas well in advance to the PAF ATS units concerned. This shall include relevant flight plan details, time of departure, estimates. Flight level and changes in current flight plan. 3.20.2.2 The information on such aircraft departing from Multan shall be passed to ATC Rafiqui by Multan tower. 3.20.2.3 The pilots shall contact PAF ATS units concerned before entering into the respective training areas and in case of non-contact shall co-ordinate through Lahore ACC. This shall be in addition to normal position report to Lahore ACC. 3.20.2.4 Any change affected by PAF units in current flight plan of civil aircraft while operating in their training areas shall be positively coordinated with Lahore ACC. 3.20.2.5 Deviation of flights from their normal routes due to weather shall be passed to SOC well in time. 3.20.2.6 PAF ATS units concerned shall be responsible for separation of civil aircraft from PAF aircraft while flying through their training areas. 3.20.2.7 Close co-ordination shall be maintained with the concerned PAF ATS unit. 3.20.2.8 Co-ordination will be effected between Cherat Approach & concerned ATS units for aircraft to from the airfields within Cherat control zone.
3.21
REPORTING OF INFORMATION
3.21.1 REPORTING OF TECHNICAL PROBLEMS DATCO / Duty Controller ACC (P) concerned is to obtain details on exact nature of technical defect, whenever a pilot makes such report and the same to be conveyed to airworthiness branch. In addition a report to be sent to HQCAA by telex and in OFP Report as well. 3.21.2 REPORTING OF INCIDENT / OCCURRENCE OR DIVERSIONS DUE TECHNICAL TO AIR WORTHINESS DATCO / Duty Controller ACC (P) concerned is to inform Controller Airworthiness / Airworthiness Surveyor regarding any incident / occurrence or diversion due to Technical reason at Lahore Airport. Also information regarding any test flight must be passed to him as soon as flight plan on the same is received. 3.21.3 INFORMATION OF DIV/ OCCURRENCE / INCIDENT / ACCIDENT TO DTM / DFO (AFTER OFFICE HRS) Ground Movement Controller will pass the Information regarding Diversion/incidents/accidents/occurrence to DMAS / DFO immediately. In case of nonavailability of concerned officer CAA telephone exchange should be asked to trace and pass the message to the concerned officers. All those flights which require special handling e.g. VVIP, Hijack etc. are to be passed to APM directly by Team Leader ACC in consultation with COO AIIAP.
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3.21.4 CHANGE IN SCHEDULED OVER FLYING FLIGHTS 3.21.4.1 Lahore ACC Team Leader has been authorized to approve following change in respect of scheduled over flying flights for which the approval has already been given by HQCAA: a. Change of routing. b. Change of destination. c. Change of place of departure. 3.21.4.2 The airlines / operators will notify such changes directly to concern ACC at least six hours before the departure. The request for such changes in clearance may be made by airlines / operators through FPL message. The concerned ACC (P) Controllers must, therefore, carefully study the FPL in order to take the appropriate action and a consolidated telex is to be originated to GM AT mentioning the change in the flight plan of the concerned flight, after the flight has operated, COO shall be invariably informed of such requests. 3.21.4.3 The night ACC (P) Controller / Team Leader shall send a consolidated report at 0001 UTC to Director Operations of such flights which operated during the last 24 hours in the form of a signal.
3.22
OPERATION AT WALTON AERODROME

3.22.1 S.O.P FOR OPERATION OF FLIGHT SERVICES STATION AT WALTON 3.22.1.1 INTRODUCTION To facilitate operation from Walton Aerodrome, Flight service station has been established under the operational control of SATO Walton Aerodrome, and administrative control of APM Walton. Walton FSS will operate in accordance with the Standard Operating Procedures issued by SATO Walton. However following coordination procedures will remain in force. 3.22.1.2 PROCEDURES TO BE FOLLOWED BY LAHORE AIRPORT 3.22.1.2.1 Pass information to Walton well in advance on all arriving traffic for Walton Aerodrome and advice aircraft to contact Walton FSS on 119.4 MHz before entering Walton circuit. 3.22.1.2.2 Since MET Office has not yet been established at Walton Aerodrome inform Walton Flight Service Station regarding altimeter settings of Lahore Airport on receipt of METAR. Weather Warnings/SIGMET information for Lahore FIR and any significant weather phenomena observed by Lahore Tower shall immediately be passed to Walton F.S.S. 3.22.1.2.3 Inform Walton Flight Service Station in advance about any traffic likely to over-fly Walton Airfield below 2500 Feet AMSL. 3.22.1.2.4 Inform Walton Flight Service Station to suspend all operations at Walton airfield whenever so required due traffic / Weather conditions or VVIP movement, at Lahore. 3.22.2 LAHORE FLYING CLUB OPERATIONS FROM WALTON AERODROME 3.22.2.1 Lahore Flying Club operates at Walton Aerodrome which is situated west of Lahore Airport and all flying in the circuit whether by glider or power driven aircraft is confined to west of Runway i.e. right hand circuit and left hand circuit depending upon the runway in use at Walton. 3.22.2.2 To keep the aircraft operating in Walton circuit away from Lahore Airport, their pilots are normally required to remain west of the railway line and under no circumstances they are permitted to proceed beyond Walton Road. 3.22.2.3 Definite arrangements are made by the Chief Flying Instructor Lahore Flying Club to brief all pilots with regards to recall signals so that whenever so required by CFI Lahore Flying Club or ATC Lahore, an aircraft in the circuit is recalled to land without delay. 3.22.2.4 As Walton is an uncontrolled aerodrome, responsibility for separating traffic on and in the vicinity of that Aerodrome does not rest with the ATC Lahore. The C.F.I. Lahore Flying Club therefore has been asked by the DGCAA. to make appropriate arrangements with all pilots to strictly comply with the RULE OF
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THE AIR to prevent collision between aircraft and to instruct pilots to keep a sharp lookout at all times so that they can take avoidance action well in time. 3.22.2.5 In view of the foregoing, and the operational difficulties being experienced by Lahore Flying Club in connection with glider and power driven flying operations from Walton aerodrome, and to facilitate such flying commensurate with flight safety of aircraft operating in Lahore Aerodrome Traffic Zone and Lahore Control Zone, the following procedures have been established. These procedures are to be implemented with immediate effect 3.22.3 PROCEDURE FOR CONTROL AND CONDUCT OF GLIDER OPERATIONS 3.22.3.1 Glider Flying is to be conducted during day only. 3.22.3.2 Glider flying is to be conducted at 500 feet AGL or below in the circuit west of Walton runway and confined to doing circuit of not more than Mile from the runway. 3.22.3.3 In VMC, prior intimation is to be given by Lahore Flying Club to ATC Lahore. 3.22.3.4 In IMC, Glider flying shall not be commenced without prior clearance from ATC Lahore. 3.22.3.5 Glider operations are to be terminated 30 minutes before the end of civil evening twilight. 3.22.3.6 Glider flying need not be suspended when arriving aircraft are doing visual approaches at Lahore Airport on runway 36 or runway 18. Arriving aircraft are not to be cleared below 2500 feet AMSL, when on down wind leg west of Lahore Airport and not below 1500 feet AMSL till they are on final. 3.22.3.7 Soaring and Glider Towing by aircraft will not be conducted without prior block time clearance from ATC Lahore. 3.22.3.8 Glider flying is to be suspended 10 minutes before the ETA of the arriving aircraft. When an aircraft is conducting instrument approach at Lahore airport and on completion of this approach, followed by a bad weather circuit for runway 18. 3.22.3.9 Glider flying need not be suspended for instrument approaches on Runway 36. 3.22.3.10 Glider Flying need not be suspended for departure from Lahore Airport unless when the DATCO considers it unsafe, or when there is likelihood of conflict between such traffic and glider operations. 3.22.3.11 Glider operations will not be suspended in cases of departure from/arrival at Walton as Walton is an uncontrolled aerodrome and responsibilities for separating traffic on and in the vicinity of that aerodrome does not rest with the ATC Lahore. In such cases only traffic information about Glider Operations is to be given to arriving/departing traffic to/from Walton. 3.22.3.12 Whenever runway 36 is in use, departing aircraft from Lahore Airport proceeding towards South/Southwest are to be instructed prior to take off to arrange climb so as to cross Walton airfield above 2500 AMSL. 3.22.3.13 The DATCO Lahore may suspend Glider flying at Walton due to aircraft in emergencies, unforeseen conflicting traffic or any other reason deemed necessary in the interest of flight safety. 3.22.4 PROCEDURE FOR CONTROL AND CONDUCT OF FLYING OPERATIONS AT WALTON 3.22.4.1 FLYING OPERATIONS IN WALTON CIRCUIT 3.22.4.1.1 All aircraft operating in Walton circuit shall follow a circuit west of Walton Runway within a radius of one mile at 800 feet AGL or below. (Attitude 800 + 700) 3.22.4.1.2 Aircraft operations in the circuit may be conducted on block time basis with prior clearance from Lahore Tower. 3.22.4.1.3 All aircraft operating in Walton Circuit shall maintain a listening watch on R/T on the appropriate frequencies, and shall give a routine call to Lahore Tower every 15 minutes. 3.22.4.1.4 In case Runway 18L / R is to be in use, flying in Walton circuit is subject to clearance from Lahore Approach Control.
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In IMC when instrument approaches are conducted at Lahore Airport, flying in Walton circuit is subject to permission by Approach Controller AIIAP Lahore and no aircraft is to depart from Walton without prior clearance from Lahore Approach. Necessary clearance for such an operation shall be obtained by Lahore Flying Club on Telephone prior to departure and such aircraft will then comply with restrictions contained in the clearance. Depending upon the density of the other air traffic, Club aircraft may be delayed. 3.22.4.1.6 When instrument approaches are not in progress at Lahore Airport and there is no likelihood of conflict with other traffic, club operations in Walton circuit may be permitted even if visibility is less than 5 miles but not less than 3 miles on the responsibility of Chief Flying instructor Lahore Flying Club Determination of Visibility conditions at Walton Aerodrome shall be the responsibility of the C.F.I. Lahore Flying Club. 3.22.4.1.7 In VMC when ILS approaches are in progress at Lahore Airport for Runway 36, operations at Walton will not be suspended provided the IFR Flight is cleared to intercept Glide Slope at 2500 feet AMSL or above and descend below 2500 after established on the glide slope. 3.22.4.1.8 In VMC whenever aircraft conducting instrument approaches at Lahore Airport are required on completion of such an instrument approach to do a bad weather circuit. Traffic operating in Walton circuit should be asked to clear Walton circuit, either land or proceed to the training area after obtaining clearance from Lahore Approach. 3.22.4.1.9 In VMC when NDB approaches are in progress at Lahore Airport, flying in Walton circuit is subject to permission by Approach Controller. 3.22.4.1.10 Aircraft arriving at Lahore Airport will not be cleared to descend below 2500 feet AMSL until the DATCO has the aircraft in sight and he/she is satisfied that the arriving aircraft is clear of Walton Traffic circuit and there is no likelihood of conflict with flying club aircraft. 3.22.4.1.11 Aircraft departing from Lahore Airport using runway 36 and proceeding towards South/Southwest shall be asked prior to departure to arrange climb so as to cross Walton Aerodrome above 2500 feet AMSL. 3.22.5 FLYING OPERATIONS TO / FROM FLYING CLUB TRAINING AREA Two flying club training area A & B have been established. All Operations in the Flying Club Training Area will be subject to prior clearance from Lahore Approach. 3.22.5.1 In VMC, clearance from Lahore Approach is to be obtained by Lahore Flying Club either by submitting a flight plan on telephone prior to departure or on R/T prior to leaving circuit and normal two way R/T communication will be maintained. However when clearance cannot be obtained on telephone the aircraft from Walton may take off and remaining in the circuit at 500 feet AGL or below obtain clearance on R/T. If no contact can be established with Lahore Tower or approach on R/T, the aircraft is to return and land Walton with in 3 minutes of its take off time. 3.22.5.2 In IMC no aircraft is to depart from Walton without prior clearance from Lahore Tower. Necessary clearance for such an operation shall be obtained by Lahore Flying Club on Telephone prior to departure and such aircraft will then comply with restrictions contained in the clearance. Depending upon the density of the other traffic, Club aircraft may be delayed. 3.22.5.3 With regards to return from training area to Walton circuit clearance is to be obtained from Approach prior to leaving training area. In case of R/T failure when such clearance cannot be obtained prior to leaving Flying Club Training 01/06/2011 3-18 MNL-002-LAAT-2.0
3.22.4.1.5
Area, the aircraft concerned is to return to Walton at 800 feet AGL. In such cases the pilot in command on landing at Walton is to immediately inform Lahore Tower on Telephone about his/her safe return to Walton along with the landing time. 3.22.6 OTHER OPERATIONS 3.22.6.1 Proper Flight plan would be filed at Lahore with respect to those flights which are to proceed from Walton for cross country or other airports. However for emergency flights conducted for the purpose of Search and Rescue or Mercy Mission flight plan may be accepted on telephone at the time, to be followed by written flight plan. 3.22.6.2 In order to maintain a record of periods when clearance is with-held or flying club operations suspended, the DATCOS are to make appropriate entries on the left hand page of the DATCOs JOURNAL, giving justification for such action. 3.22.6.3 The DATCOS are to check the serviceability of the direct telephone between Walton and Lahore Tower daily in the morning and to initiate steps with appropriate authorities to ensure that the said telephone is kept serviceable.
3.23
RESCUE COORDINATION CENTRE

Lahore ACCs will act a Rescue Coordination Centre ACC (East) and (West) shall be responsible for provision of Search and Rescue in their respective areas of jurisdiction. 3.23.1 SAR FACILITY 3.23.1.1 In order to keep SAR abreast with rapid development the COSPAS/SARSAT system of Satellite aided search and rescue has been developed. In Pakistan SUPARCO has commissioned this system at Space Applications and Research Centre (SPARC) Lahore. The installation of this system in Pakistan enables SUPARCO to locate aircraft, ships and land mobiles in distress and forward the position data to designated mission control centre (MCC). The coverage of Pakistans Satellite aided SAR facilities extend to the regions falling within a diameter of 5000 kilometers around its Mission Control Centre (MCC). 3.23.1.2 SUPARCO Mission Control Centre (MCC) has the facility for computer generated automatic Telex facility for spontaneously dissemination of Alert telex to the concerned agency listed in the computer. Proper format of the telex with addresses as well as priority (SS priority for distress communication) has been given to SUPARCO for spontaneous relay of information to Rescue Co-ordination Centre at Karachi. However for the purpose of Search and Rescue Satellite aided Tracking (SARSAT) and establishment of MCC at Lahore the Rescue Co-ordination Centre Lahore has been designated as Search and Rescue Point of Contact (SPOC). It will be the responsibility of Lahore SPOC to receive information from ACC Karachi (SUPARCO Karachi) and disseminate this information to RCCs and other agencies for search and rescue purpose in Pakistan and adjacent FIRs. 3.23.1.3 Karachi ACC upon detection of emergency signal will convey to Lahore ACC/RCC in the following format:i). Location : Latitude________ Longitude________ ii). Frequency of emergency TX-121.5 or 243 MHZ iii). Number of passes and detections. Lahore RCC will disseminate this information to all concerned units immediately and take actions on emergence locations in Lahore FIR. 3.23.2 ALERT SIGNALS 3.23.2.1 ACC Karachi upon detection of Alert signals for Lahore FIR and surrounding, will intimate Lahore ACC who will originate the Alert messages to the concerned FIR/Airport/Unit. 3.23.2.2 Whenever Alert messages received through Karachi ACC, the ACC Procedure Controller Lahore will furnish the following information in telex as: a) Time of receipt of Signal by them. a) Latitude and Longitude. b) Frequency on which signal received.
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3.23.2.3
Location if possible with respect to a nearest prominent city and country. e) Number of passes. f) Number of detections. The above information is to be passed to the concerned stations by correctly addressing the signal.
d)
3.24
OCCURRENCE (BIRD HIT)

3.24.1 When information regarding bird hit to an aircraft is reported on R/T, Ground Movement Controller will pass this information to the Duty Manager Airside and the Team Leader ACC. 3.24.2 In case the bird hit report is received on the bird strike Proforma in PFIU, it shall be sent to the Duty Manager airside and photocopy of the same is to be sent to COOs Office and Team Leader ACC to be intimated. 3.24.3 ACC (P) shall initiate bird hit telex for HQCAA in consultation with duty manager airside for reports which are received on R/T and when aircraft is in air. Following shall be informed: 3.24.3.1 D. Ops. HQCAA, Karachi 3.24.3.2 President S.I.B HQCAA, Karachi. 3.24.3.3 GM ATS, HQCAA. 3.24.3.4 APM, AIIAP, Lahore 3.24.3.5 Senior Airworthiness Surveyor, HQCAA Karachi 3.24.3.6 SO to DGCAA HQCAA 3.24.3.7 Airworthiness Surveyor, AIIAP, Lahore 3.24.3.8 GIVING THE FOLLOWING DETAILS: 3.24.3.8.1 Detail of flight. 3.24.3.8.2 Runway used. 3.24.3.8.3 The aircraft position in relation to the point where the bird hit took place. 3.24.3.8.4 The part of aircraft where the bird hit occurred. 3.24.3.8.5 The extent of damage to the aircraft. 3.24.3.8.6 Precautionary measures already taken. 3.24.4 THE FORMAT OF THE TELEX WILL BE: OCCURRENCE (BIRD HIT) PIA-385 B737 REG./APBCF OPRN OPLA LANDED AT 0335 UTC ON RUNWAY 36R (.) AT 0336 UTC PILOT REPORTED BIRD HIT WHILE ON LANDING ROLL ON THE LEFT WING (.) SIX BIRD SHOOTERS WERE DEPLOYED ON THE RUNWAY AND CAUTION FOR BIRD ACTIVITY GIVEN (.) RUNWAY INSPECTION CARRIED OUT AND ONE DEAD KITE WAS FOUND (.) NO DAMAGE TO THE AIRCRAFT WAS REPORTED (.) 3.24.5 In case bird hit report is filed on ground then Duty Manager Airside shall originate the telex as per his SOP.
3.25
RVSM
3.25.1 RVSM POLICY (Source Document AIRAC AIP Supplement S-32/2003 Dated: 16th Oct, 2003) The International Civil Aviation Organization (ICAO) in its third Asia/Pacific Regional Navigation meeting recommended that Reduced Vertical Separation Minimum (RVSM) th should be introduced in the Pacific Region w.e.f. 27 November 2003. 3.25.2 IDENTIFICATION OF RVSM AIRSPACE RVSM airspace prescribed within the Lahore FIR is controlled airspace between FL290 & FL410 (inclusive). All even levels are Westbound & all odd levels are Eastbound in RVSM. Non-RVSM equipped A/C will not fly in RVSM airspace except state approved aircraft with requirements of non-RVSM Airspace. 3.25.3 ACAS II & TRANSPONDER EQUIPAGE The ICAO Asia-Pacific RVSM implementation Task Force recommends that those aircraft equipped with ACAS & operated in RVSM airspace be equipped with ACAS II (TCAS II systems with version 7.0 incorporated to meet ICAO ACAS II standards).
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3.25.4 STATUS OF REQUIRED EQUIPMENT 3.25.4.1 Before entering RVSM airspace, the pilot should review the status of required equipment. The following equipment should be operating normally: (a) Two primary altimetry system; (b) One automatic altitude keeping device; and (c) One altitude-alerting device; (d) One altitude operating transponder. 3.25.5 IN-FLIGHT PROCEDURES WITHIN RVSM AIRSPACE: 3.25.5.1 The pilot must notify ATC whenever the aircraft. (a) Is no longer RVSM compliant due to equipment failure; or (b) Experiences loss of redundancy of altimetry system; or (c) Encounters turbulence that affects the capability to maintain flight level. 3.25.5.2 TRANSITION BETWEEN FLIGHT LEVELS (Source Document; 91- RVSM / TGL # 6) During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned flight level by more than 150 ft. (45 m). 3.25.5.3 PILOT LEVEL CALL: Except in RADAR environment, pilots shall report reaching any altitude assigned within RVSM airspace. 3.25.6 WEATHER DEVIATION PROCEDURE IN LAHORE FIR Pl. see AIRAC S-32 / 2003 Dated. 16-10-03 3.25.7 TRANSITION AREAS Transition area & procedures for transition from RVSM to Non-RVSM airspace within Lahore FIR are as under: ATS ROUTE Transition Segment Adjacent FIR L 750 ZHOB (ZB) ROSIE KABUL N 644 D.I. KHAN (D.I) PAVLO KABUL A 466 D.I. KHAN (D.I) SITAX KABUL M 881 D.I. KHAN (D.I) LAJAK KABUL L509 HANGU LAJAK KABUL P500 CHITRAL (CH) PADDY DUSHANMBE 3.25.8 SEPARATION STANDARDS 3.25.8.1 Longitudinal separation between two successive aircraft entering Lahore FIR from Delhi or Karachi having destination to an aerodrome outside Pakistan on following levels shall be 10 minutes or more: (a) FL-300 and FL-320 (both levels shall be considered as one level for separation purpose). (b) FL-340 and FL-360 (-----do--------) (c) FL-380 and FL-400 (-----do--------) 3.25.8.2 This is to accommodate aircraft proceeding to Non-RVSM airspace where less levels are available. 3.25.9 FLIGHT PLANNING REQUIREMENT 3.25.9.1 The letter W shall be inserted in item 10 (Equipment) of the ICAO standard flight plan to indicate that both the aircraft & operator are RVSM approved. 3.25.9.2 All operators of non-RVSM approved aircraft with operational service ceiling corresponding to FL280 or above, regardless of the requested flight levels (RFL) shall insert the phrase STS/NON-RVSM in items 18 of the ICAO standard flight plan. 3.25.10 FLIGHT LEVEL ALLOCATION SCHEME 3.25.10.1 FL-310, 350 and 390 are all Eastbound levels in RVSM airspace. However, their use shall be discontinued as Eastbound level in Transition Airspace because they will be used as Westbound level in the Non RVSM airspace. 3.25.10.2 Aircraft in bound on P-500 via Paddy maintaining Eastbound level FL-290, FL330 and FL-370 shall continue to maintain RVSM levels. 3.25.10.3 Aircraft outbound on P-500 via PADDY shall change to Non-RVSM level FL280, 310, 350, 390 between Chitral and PADDY. 3.25.11 PROHIBITED, DANGER AND RESTRICTED AREAS Prohibited, Danger and Restricted Area are considered as Non-RVSM Airspace. 01/06/2011 3-21 MNL-002-LAAT-2.0
3.25.12 EFFECT OF TURBULENCE ON RVSM 3.25.12.1 Met condition such as shear waves, thunderstorm, orographic or mountain waves can have a significant impact on ability of an aircraft to maintain RVSM level. To face such situations following actions will be initiated: (a) MET office will be asked to arrange special forecasts of routes. (b) NOTAM will be issued of affected areas by ATC. (c) Temporarily suspension of RVSM in the affected areas. 3.25.13 PROCEDURES FOR OPERATION OF NON-RVSM 3.25.13.1 COMPLIANT AIRCRAFT IN RVSM AIRSPACE: 3.25.13.1.1 Flight Priority It should be noted that RVSM approved A/C will be given priority for level allocation over non-RVSM approved A/C. 3.25.13.1.2 Vertical Separation Applied The vertical separation minimum between non-RVSM A/C operating in the RVSM stratum & all other A/C is 2000ft. 3.25.13.1.3 Continuous Climb/Descent of Non-Compliant Aircraft through RVSM Airspace Non-RVSM compliant A/C may be cleared to climb to & operate above FL410 or descend to and operate below FL290 provided that they; i) Do not climb or descend at less than the normal rate for the A/C; and ii) Do not level off at an intermediate level while passing through the RVSM stratum. 3.25.13.1.4 Special co-ordination procedures for cruise operation of Non-RVSM Complaint A/C in RVSM airspace Non-RVSM compliant A/C may not file flight plan for levels between FL290 & FL410 inclusive within RVSM airspace, except for the following situation: (i) The aircraft was RVSM approved but has experienced equipment failure & is being flown to a maintenance facility for repair in order to meet RVSM requirements and to obtain approval from the competent authority. (ii) The A/C is transporting a space engine mounted under the wing; or (iii) The A/C is being utilized for mercy or humanitarian purpose; or iv) State A/C (Those A/C used in military, custom & police services shall be deemed state aircraft).
3.26 INFORMATION OF NON-SCHEDULED AIRCRAFT TO IMMIGRATION

3.26.1 The information on all international non- scheduled flights operating to / from Lahore airport shall be passed to immigration staff, by ACC (P) controllers / PFIOS well in advance on telephone as well as in writing giving following details: a. Flight number. b. Type of aircraft. c. Operators Name. d. ETA and place of departure/ETD and destination. e. Nature of flight (Cargo, Passenger etc).
3.27
MACH NUMBER TECHNIQUE

3.27.1 Ten minutes longitudinal separation between TURBO JET aircraft using Mach Number Technique has been approved by ICAO Council. minimum longitudinal separation between TURBO JET aircraft: 3.27.1.1 Operating within Bombay, Calcutta, Delhi, Karachi, Lahore Madras, Muscat, Naha, Tehran, Tokyo and Rangoon FIRs and
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Using Inertial Navigation Systems (INS) 06 VLT OMEGA, on controlled routes within Bangkok, Hong Kong, Manila and Singapore FIRs; and 3.27.1.3 On controlled route segments between Australia, Indonesia, New Zealand and Singapore: Shall be 3.27.1.4 10 minutes, or 80 NM derived by RNAV when the Mach Number Technique is applied and whether in level, climbing or descending flight, provided that: 3.27.1.4.1 The aircraft concerned have reported over a common point and follow the same track or continuously diverging tracks until some other form of separation is provided: or 3.27.1.4.2 If the aircraft have not reported over a common point but it is possible to ensure, by radar or other means approved by the state, that the appropriate time interval will exist at the common point from which they either follow the same track or continuously diverging tracks. 3.27.2 The procedures for application of Mach Number Technique is given in MATS of Pakistan Chapter-10 Para-1, and will be applicable with immediate effect in Lahore FIR.
3.27.1.2
3.28
CORRECT INFORMATION TO PFIU & SSR CODES IN ESTIMATE MESSAGES

3.28.1 Tower FDA will pass all arrivals / departures / local movements (Touch & Go Timings) to PFIU. Both Units will maintain CA-17 (Aircraft Movement Register) simultaneously and accurately. ATS Messages i.e. Departure / Arrival DLA CNL CHG will be originated by PFIU promptly. 3.28.2 SSR Code shall be included in the ATS messages as prescribed in ATM. 3.28.3 All area Radar/Procedures Controllers are advised to invariably include SSR Code allotted or proposed to be allotted to a flight, in estimate messages.
3.29
CONTINGENCY ROUTING FOR ARMY AVIATION AIRCRAFT

3.29.1 The Army Aviation requires that there should be a minimum radio communication with Air Traffic Control for the obvious reason. In order to accomplish the desired objective, it was agreed that: a) FPL shall be submitted well before start up. b) Pilot of aircraft will ensure that Aerodrome Control is in possession of FPL at the time of start up. c) Aircraft will follow contingency routing on Arrival and Departure. d) Clearance by ATC shall be granted as CLEARED VIA STANDARD ROUTING 3.29.1.1 CONTINGENCY ROUTING 3.29.1.1.1 FOR SOUTHBOUND TRAFFIC Rwy 36R/L departure/arrival. Left turnFortress Stadium Sagian Bridge (SB)Kahna Kacha- along Railway Track to Raiwind and vice versa. 3.29.1.1.2 FOR NORTHBOUND TRAFFIC After Sagian Bridge (SB)- Ravi Bridge and then along the road to Control Zone Boundary and vice versa. i. In case of Rwy 18R/L, right turn after departure- Fortress Stadium thereafter Contingency Routing. ii. Aircraft will climb to maintain 2000ft AMSL until Out of Control Zone or further advised by Air Traffic Control. iii. Aircraft will avoid Walton while following Contingency Routing.
3.30
PERMISSION FOR LEAFLET DROPPING (BY AIR)

3.30.1 As Aircraft Rules1937 had been repealed and replaced by CA Rules 1978, so Rule 26 of Aircraft Rules 1937 regarding permission from District Administration for leaflet Dropping (By Air) is also no more valid. 3.30.2 As, Rule 122 of CAA Rules 1994 do not require permission for dropping any article or substance (without specifying any object), so henceforth permission for leaflet dropping
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from District Administration, is no more required for ATC Clearance of any Aircraft engaged for such operation. However to ensure safety of person & Property on earth, a statement, as under, is to be endorsed on the FPL before clearance: FPL is cleared for operation of aircraft as per flight Rules. The operator is required to ensure compliance of Rules as per law of land and for other purpose which do not fall in the provision specially regarding the contents of leaflet.
3.31
ENTRY OF NON-SCHEDULE CLEARANCE

3.31.1 Scheduling office has been established under the supervision of Scheduling Officer. He is responsible for scheduled and non scheduled flights operating in Lahore FIR. 3.31.2 Non-scheduled clearances details received during the tenure of duty shall be entered by scheduling office and after duty hours by the ACC Procedure West Controller in the respective registers. Team Leaders shall enter the following details in their logbooks: a. No. of Non Schedule Clearance Received = ________________ b. No. of Non Schedule Clearance Entered = ________________ c. No. of Remaining Clearances left in pending folder 3.31.3 Scheduling Officer will cross check and ensure that all clearances are entered in the respective diary and the respective page of the date wise register.
3.32
S.O.P FOR BAD WEATHER

3.32.1 INTRODUCTION The following guidance is laid down for instituting necessary preventive measures in the event of weather phenomena like dust/thunderstorm natural climate caused by cloud burst, cyclone etc that is likely to endanger flight safety and cause damage to technical and domestic facilities at the Airport. 3.32.2 PRE-STORM ACTION (PREVENTIVE) 3.32.2.1 DUTY AERODROME CONTROLLER on observing weather deterioration or on receiving weather warning shall take following action promptly: 3.32.2.1.1 Inform all local Airlines representative to arrange picketing for aircraft, which are parked on the Apron/ Dispersal area. 3.32.2.1.2 Inform PAF Army Aviation governor fleet, Walton ATC, PIA engineering, PIA Operation, SAPS, Gerry Danata and any other casual operator whos Aircraft is parked on the Apron/Dispersal area. Particulars of the individuals receiving the message and time of passing message shall be recorded in the DATCOs logbook. 3.32.2.1.3 Inform the followings. 3.32.2.1.3.1 Chief Operation Officer 3.32.2.1.3.2 Radar Facility Chief 3.32.2.1.3.3 Duty Manager Airside 3.32.2.1.3.4 Duty Facilitation Officer 3.32.2.1.3.5 Team Leader 3.32.2.1.4 Pass weather warning to all aircraft in contact. 3.32.2.1.5 Include weather warning/observation in ATIS. 3.32.2.1.6 Keep a good look around for any further deterioration of weather and take appropriate action accordingly. 3.32.2.1.7 Keep close liaison with the Duty forecasting officer (MET Office) and keep him informed about the weather development. 3.32.2.1.8 Take any other action considered appropriate. 3.32.2.2 ACTION BY AREA/APPROACH CONTROLLER Inform all the arriving/departing aircraft and alert all the inbound traffic to Lahore Airport. Alert Army/General Aviation aircraft flying in respective training areas. 3.32.2.3 ACTION BY AREA CONTROLLER PROCEDURE 3.32.2.3.1 Inform area control centre, approach control office, adjacent FIRs and aerodrome from where flights are expected, through AMHS/ATS speech circuit/telephone. 3.32.2.3.2 Inform arriving aircraft by issuing CQ messages on all aeronautical mobile service channels.
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3.32.2.3.3
Take weather of alternate airports where flight may divert and coordinate parking facilities for such flights.
3.32.3 DURING RAIN/STORM 3.32.3.1 ACTION BY DUTY GROUND CONTROLLER: Keep Approach/ACC abreast about latest prevailing weather conditions. If the storm persists or likely to persist, find out the future trend from Met forecasting centre and obtain the runway visibility, ceiling and runway friction from the landing aircraft and advise other aircraft accordingly. 3.32.4 POST STORM 3.32.4.2 Action by Area/Approach Controller (Radar) Inform arriving aircraft about runway condition. 3.32.4.3 Action by Area Controller (Procedure) 3.32.4.3.1 Withdraw CQ. 3.32.4.3.2 Inform alternate aerodrome accordingly. 3.32.4.3.3 Inform adjacent ACCs/Approach and Area control regarding weather and runway condition. 3.32.5 IN CASE OF AIRCRAFT DIVERSION DUE WEATHER 3.17.5.1 ATS officers are instructed to write down addresses of the telex in the order of priority based on seniority of the post in the following manner: Directors or Equivalent G.Ms or Equivalent SO to DGCAA SO to DDGCAA
3.33
ACTIVATION OF TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)

In the event if, TCAS activation (RA/TA) is reported by an aircraft to any ATS unit it should invariably be recorded in the log books and the same be intimated to COO/RFC for onward submission of the report alongwith comments to HQCAA. Day to day development in the aviation field has increased the responsibilities of ATCO with respect to initiating action required to enhance flight safety. It is considered appropriate that full traffic information be passed to aircraft whenever requested so as to avoid un-necessary maneuvers pursuant to TCAS advisories.
3.34
PROCEDURE FOR HANDLING OF VVIP MOVEMENT AT AIIAP LAHORE

On account of special status of VVIP flights, extra care and vigilance is required to be exercised in handling of these flights both in the air and on ground. These flights may be handled at state lounge No. I (old terminal) and state lounge No. 2 (new terminal) subject to the requirement of protocol office. The following arrangements shall be made for VVIP movement at AIIAP, Lahore. 3.34.1 HANDLING OF VVIP FLIGHT 3.34.1.1 The flight shall be handled in accordance with the instructions contained in AIP Pakistan ENR 1.1.3 i.e. special Air Traffic Services Procedures for VVIP Flights (Air Traffic Restrictions) CAAO No. 6-2 dated 18-12-87 regarding handling of VVIP / VIP flights and other instructions issued on the subject from time to time. 3.34.1.2 No VFR operation will be allowed during the period VVIP flight is expected to operate within Lahore Control Zone (CTR). 3.34.1.3 AIIAP Lahore will be closed for all operations for the period specified in AIP Pakistan ENR 1.1.3 during arrival / departure of the VVIP aircraft or any other period specified by the COO. These timing are subject to revision. The exact time of closure of airfield will be notified through NOTAM by Airport Manager Lahore through COO Lahore. 3.34.1.4 Runways, Taxiways and Apron shall be inspected at least 30 minutes prior to arrival / departure of the VVIP flight by Manager Airside, Lahore Airport. 3.34.1.5 COO, shall ensure that all the control positions in ATS units are manned by qualified ATS officers and the progress of VVIP flight is closely monitored. 3.34.1.6 COO, CTO, CFRO, GM E/M are required to be present in their offices during the VVIP movement.
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3.34.2 PARKING 3.34.2.1 OLD TERMINAL In case of ceremonial arrival or wide bodied aircraft, VVIP aircraft will be parked on the VIP bay facing Terminal Building, Parking stand No. 26 to 29 shall be kept vacant on the date and time of the arrival / departure of VVIP movement. In case of smaller aircraft, parking will be done in consultation with PAF Base close coordination in this regard will be effected by Manager Airside with PAF Base and GMC, Protocol and other relevant authorities. The B-747 or equivalent type of aircraft will be parked on jet apron, stand No. 21. 3.34.2.2 NEW TERMINAL The VVIP aircraft will be parked on stand No. 6 whereas stand No. 5 & 7 will be kept vacant. In case aircraft is required to be parked on remote stands, parking will be done in consultation with Deputy Airport Manager /COO / MAS. 3.34.3 NOISE-ABATEMENT 3.34.3.1 Engine run-up at the airport will not be allowed during the arrival/departure of the VVIP flight. The Duty Ground Movement Controller shall coordinate with M/S PIAC and other operators accordingly. 3.34.3.2 Training flights if any shall be instructed 15 minutes before the Arrival / departure of the VVIP flight to hold outside control zone. No practice overshoot, missed approach, touch and go landing during the VVIP at the airport will be permitted. 3.34.3.3 Movement of the ground handling equipment vehicles shall be kept to the bearest minimum. Manager Airside/Duty Manager Airside shall liaise with Airlines / G.H.As and Airport functionaries in this regard. 3.34.4 POSITIONING OF FIRE TENDERS (CRASH VEHICLES) & AMBULANCES 3.34.4.1 CFRO and MTO are to ensure that all available Fire tenders, RIV, Ambulances are in serviceable conditions and kept in complete readiness to meet any emergency. 3.34.4.2 CFRO shall ensure that Fire and First Aid Crew are in their respective positions of duty and remain absolutely vigilant and alert. 3.34.4.3 CFRO shall arrange a neatly dressed marshaller to be present at the VVIP bay, 15 minutes prior to the arrival of VVIP flight. Coordination for parking be affected with COO / Control Tower / Manager Airside. 3.34.4.4 CFRO will ensure the availability and serviceability of FOLLOW-ME VAN required to escort the VVIP aircraft. 3.34.5 SECURITY ARRANGEMENTS 3.34.5.1 The overall responsibility for security of VVIP is that of Provincial Police (Special Branch). 3.34.5.2 Police security staff deployed on the side of runway/taxiways shall be fully briefed by Manager Airside/DMAS and dropped by Police transport. For this purpose the Police transport will report at Fire Station and from there a CAA R/T fitted vehicle will guide and ensure that the deployment is not a hazard to the safety of aircraft. 3.34.5.3 The Police security staff deployed along the runways / taxiways shall not leave the positions of deployment after the VVIP has landed or airborne until coordinated through Control Tower / Fire station. 3.34.5.4 No person or vehicles other than those on duty shall be permitted to enter the restricted areas. 3.34.5.5 CAA Vigilance Incharge shall be responsible to obtain security passes for CAA Duty Personnels well in advance whereas all other agencies shall obtain security passes at their own arrangements. 3.34.5.6 All Duty personnel must be in possession of their Identity Cards and security permit issued by the Special Branch in addition to Airport Functionary passes. 3.34.5.7 It is to be ensured that no vehicular movement takes place on the apron within the cordoned area during the VVIP movement. 3.34.5.8 VVIP gate shall be opened at least one hour before the arrival/departure of the VVIP.
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Police shall ensure that the approach road to airport is kept clear for incoming / outgoing passengers movement. 3.34.6 AIRFIELD CERTIFICATE GM Works (Civil) or his representative shall be responsible to render serviceability certificate of movement area to Manager Airside at least two hours before the arrival/departure of VVIP. 3.34.7 SERVICEABILITY STATUS POWER SUPPLY GM E&M or his representative shall be responsible to render serviceability certificate of standby power supply / generators installed at various sites of Airport to CTO, AIIAP Lahore well before the arrival/departure of VVIP movement. The generator supply will be provided 30 minutes before ETA/ETD of VVIP flight. 3.34.8 MEDICAL ASSISTANCE Airport Health Officer is required to be present personally at the Fire Station at least 30 minutes before arrival/departure of the VVIP flight. The Airport Health Officer must be fully equipped, prepared and available for any medical emergency during the period. 3.34.9 CLEANLINESS OF VVIP / VIP LOUNGE AND ITS PREMISES 3.17.10.1 Senior Facilitation Officer shall ensure general cleanliness of the airport especially the area around VVIP/VIP lounges. In this connection he shall effect necessary co-ordination with CAA maintenance cell and PIA Authorities. He will ensure that VIP lounge available for use at least 02 hours before arrival/departure of VVIP. He will also ensure that required items for VVIP are available and facilities are serviceable. He will be available at the airport during VVIP movement and keep close coordination with Airport Manager, COO and Manager Airside. 3.17.10.2 GM Horticulture will ensure that all the areas around the Apron including flowerbeds and lawns are clean and maintained properly. He shall arrange placement of suitable Flower Pots where required. 3.34.10 GENERAL 3.34.10.1 Manager Airside shall ensure that the entire Apron is neat and clean. For this purpose the auto sweeper and Apron labour shall be utilized. 3.34.10.2 CTO shall ensure that the Communication Centre, Transmitting Station, ECR, ACC and Nav. Aids Air Ground Channels are manned by the concerned officer and all the facilities are in operation at optimum level of efficiency. He will also ensure that the alternate-standby sets / circuits are fully serviceable. He will also keep close coordination with COO regarding progress of VVIP movement. 3.34.10.3 MTO shall detail additional drivers if required for manning of CFR vehicles and co-ordinate with COO/CFRO for any assistance required. 3.34.10.4 Station Manager PIAC will make all arrangements for aircraft handling equipment/services (depending upon the type of aircraft) for VVIP movement 30 minutes prior to ETA/ETD of VVIP flight Movement of general handling equipment or vehicles (except those which are required for the handling of VVIP flight) shall be stopped. Incharge TGS shall ensure that no Ground Handling equipment is left unattended at the apron. 3.34.10.5 Officer Incharge PSO will ensure that the desired grade fuel is readily available for the VVIP flight and is provided in coordination with special branch (Police). 3.34.10.6 In case VVIP is traveling by International Flight, Immigration, Custom and Health staff be positioned in state lounge well in advance. 3.34.11 PROVISION OF MET INFORMATION 3.34.11.1 TECHNICAL MET INFORMATION NECESSARY FOR FLIGHT SAFETY MET services officer Incharge Airport will ensure that necessary Technical MET information for the proposed VVIP flight is made available to the Captain of VVIP Aircraft / ATC as and when required by the Captain / ATC. 3.34.11.2 PROVISION OF MET INFORMATION TO VVIP FLIGHTS The following is laid-down for guidance and compliance by all concerned. 3.34.11.3 VVIP FLIGHTS DEPARTING FROM LAHORE 3.34.11.3.1 ACC (P) (East/West) Controller will inform the duty Forecasting Officer, Met Officer, Lahore on telephone followed by written 01/06/2011 3-27 MNL-002-LAAT-2.0
3.34.5.9
intimation regarding the expected VVIP Flight i.e. (ETA and ETD route to be flown etc). 3.34.11.3.2 DFO will send the Met Briefing Folder to the Control Tower in duplicate. Duty Aerodrome Controller shall arrange delivery of one copy each to PFIU. 3.34.11.3.3 ACC (P) (East/West) Controller shall ensure handing over of the Met Folder to the VVIP Pilot or his representative at the time of filing of the Flight Plan. In case the pilot of VVIP Flight does not visit ACC Radar, Duty Aerodrome Controller will be informed, who will arrange the delivery of the Met Folder to the pilot at the aircraft directly or through the handling agent of the VVIP Flight. 3.34.11.3.4 ACC (P) (East/West) Controller shall ensure that current weather reports of destination and alternate aerodromes in Pakistan and en-route forecast are available/passed to VVIP Flight. 3.34.11.4 VVIP FLIGHT ARRIVING AT LAHORE 3.34.11.4.1 ACC (P) (East) Controller will inform the duty Forecasting Officer, Met Office Lahore on telephone followed by written intimation regarding the expected VVIP Flight i.e. (ETA and ETD route to be flown etc). 3.34.11.4.2 DFO will send the Met Briefing Folder to the Control Tower. Duty Aerodrome Controller shall arrange delivery of Met Folder to ACC. 3.34.11.4.3 ACC (P) (East/West) Controller shall pass the current weather of Lahore and forecast to the aerodrome of departure of the VVIP Flight. 3.34.11.5 VVIP FLIGHT ARRIVING AT & DEPARTING FROM AIRPORT IN LAHORE FIR OTHER THAN LAHORE AIRPORT 3.34.11.5.1 ACC (P) (East/West) Controller will inform the duty Forecasting Officer, Met Office Lahore on telephone followed by written intimation regarding the expected VVIP Flight i.e. (ETA and ETD route to be flown etc). 3.34.11.5.2 DFO will send the Met Briefing Folder to the Control Tower in duplicate. Duty Aerodrome Controller shall arrange delivery of Met Folder to ACC. 3.34.11.5.3 ACC (P) (East/West) Controller to ensure passing of Met Briefing and current weather of destination to VVIP Flight at the aerodrome of departure. 3.34.11.6 VVIP OVER-FLYING LAHORE FIR/PAKISTAN AIRSPACE 3.34.11.6.1 ACC (P) (East/West) Controller will inform the Duty Forecasting Officer, Met office Lahore on telephone followed by written intimation regarding the expected VVIP Flight i.e. (ETA and ETD route to be flown etc). 3.34.11.6.2 DFO will send the Met Briefing Folder to the Control Tower in Duplicate. Duty Aerodrome Controller shall arrange delivery of Met Folder to ACC. 3.34.11.6.3 ACC (P) (East/West) Controller to ensure passing of Met Briefing and route forecasting to VVIP Flight. 3.34.12 VVIP MOVEMENT- DEPLOYMENT OF POLICE / SPECIAL POLICE ALONG RUNWAY 3.34.12.1 The Police and Special Police contingents will report at least 1 hour before ETA/ETD of VVIP. The incharge of the contingent will coordinate with Manager Airside for briefing. Following will be briefed: 3.34.12.1.1 Deployment beyond the distance marker board. 3.34.12.1.2 No police / special police official is to proceed to or go close to runway and will not cross undershoot or overshoot areas of runway under any circumstances. In case action is required to be taken due some suspicious movement, it should be done in such a manner so as not to jeopardize the safety of VVIP flight.
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3.34.12.1.3 The police / special police officials will stay at the positions of deployment until they are picked up by the police vehicles. 3.34.12.1.4 The in charge of the contingent is to brief the members of the contingent about these instructions: 3.34.12.1.4.1 After the briefing, MAS shall provide an R/T fitted vehicle, which will lead the police, vehicles to runway for deployment. After the deployment is over, the police vehicles will be lead back to Fire Station where they will stay till VVIP movement is over. 3.34.12.1.4.2 An officer specially designated for the purpose by MAS will take up position 15 minutes before ETA/ETD of VVIP flight in MAS van on the airside. The officer will remain in R/T contact with Control Tower and will maintain close watch to check and inform control tower of any unauthorized entry into runway of any pedestrian or vehicle. If deemed necessary special police may also position one official in this vehicle in order to meet the security requirement. 3.34.12.1.4.3 After the VVIP movement is over, the police vehicles will be lead to runway by the R/T fitted vehicle in order to pick up the police/special police officials deployed along the runway.
3.35
ATS MESSAGE ADDRESSEES AND SAMPLE FORMATS

3.35.1 DIVERSION MESSAGE (DUE WEATHER) DD OPHQYAYO OPHQZXAS DD OPQTYDYX OP--YHYX OPLAYGYX OPHQSOYB OPKCZRZA DD OP--ZTZX OPLAYFYX 190938 OPLAZRZA FROM: ACC AIIAP, LAHORE TO: D.OPS HQCAA KARACHI GM ATS HQCAA KARACHI APM CONCERNED AIRPORTS COO AIIAP, LAHORE RFC, AIIAP, LAHORE SO TO DY DGCAA HQCAA KARACHI ACC KARACHI (IF APPLICABLE) CONCERNED TOWER (IF APPLICABLE) DCO LAHORE ------------------------------Example: PIA363 A300 REG/AP-BBM FROM OPRN-OPQT ETD 0530 (.) ATD OPRN 0637 ETA OPQT 0730 (.) AT TIME 0758 AIRCRAFT FROM O/H OPQT DIVERTED TO OPKC DUE OPQT BAD WX (.) OPQT WX --------- (.) ETA OPKC 0900 ATA OPKC 0858(.) ALL TIMINGS UTC (.) 3.35.2 DIVERSION MESSAGE (DUE TECHNICAL) DD OPHQYAYO OPHQYAYL OPHQYAYS DD OPHQZXAS OP-- YDYX OPLAYHYX OPLAYGYX DD OPHQSOYB OPLAZXAW OPKCZRZA OP--ZTZX OPLAYFYX 190938 OPLAZRZA FROM: ACC AIIAP, LAHORE TO: D.OPS HQCAA KARACHI PRESIDENT SIB HQCAA JIAP KARACHI
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DIRECTOR AIRWORTHINESS HQCAA JIAP KARACHI GM ATS HQCAA KARACHI. APM CONCERNED AIRPORT COO AIIAP, LAHORE RFC, AIIAP, LAHORE SO TO DY DGCAA HQCAA KARACHI AIRWORTHINESS SURVEYOR AIIAP LAHORE ACC KARACHI (IF APPLICABLE) CONCERNED TOWER DCO LAHORE ------------------------------Example:PIA363 A300 REG/AP-BBM FROM OPRN-OPQT ETD 0530 (.) ATD OPRN 0637 ETA OPQT 0730 (.) AT TIME 0758 AIRCRAFT FROM O/H OPQT DIVERTED TO OPKC DUE TECHNICAL (.) ETA OPKC 0900 ATA OPKC 0858(.) ALL TIMINGS UTC (.) 3.35.3 VVIP MESSAGE DD OPHQYAYO OPHQZXAS OPLAYDYX DD OPLAYHYX OPLAYGYX OPHQSOYB OP--ZTZX OPLAYFYX 171233 OPLAZRZA FROM: ACC AIIAP, LAHORE TO: DIRECTOR OPS HQCAA KARACHI GM ATS HQCAA KARACHI. APM AIIAP, LAHORE COO AIIAP, LAHORE RFC, AIIAP, LAHORE SO TO DY DGCAA HQCAA KARACHI APM COCERNED AIRFIELD / ATS UNITS DCO AIIAP, LAHORE. ------------------------------Example: PAK-002, DA-20, REG/J-753, OPRN-OPLA (.) ATD OPRN 1104 (.) ETA OPLA 1137(.) ATA OPLA 1137 (.) PRIME MINISTER OF PAKISTAN ON BOARD (.) ALL TIMINGS UTC (.) 3.35.4 ALERT MESSAGE DD OPKCZRZA OPPGZTZX 071140 OPLAZRZA FROM: ACC LAHORE TO: ACC KARACHI CONTROL TOWER PANJGUR AIRPORT AN ALERT MESSAGE RECEIVED FROM SUPARCO LAHORE AT TIME 071132 UTC (.) TIME OBSERVATION:- 110512UTC LATITUDE:280855 LONGITUDE:642114E LOCATION:PANJGUR FREQ:121.5MHZ. KINDLY ACKNOWLEDGE (.) 3.35.5 MESSAGE FOR ADC & FIC NUMBER DD VIDPZIZX VIDPZRZA VIDPZTZX 101344 OPLAZRZA Example (Text): REQUEST ADC AND FIC NO FOR PIA270 OPLA-VIDP (.) REG/APBCB SEL/ALCP (.) F270 ETD 0930 UTC FLYING TIME 00:35 HOURS END 07:11 HOURS (.) ROUTING SAMAR-ASARI (.) ROUTE A466 (OR WHATEVER FILED BY THE PILOT) (.) 3.35.6 BIRD HIT MESSAGE DD OPHQYAYO OPHQYAYL OPHQYAYS DD OPQHZXAS OPLAYDYX OPLAYHYX OPLAYGYX 01/06/2011 3-30 MNL-002-LAAT-2.0
DD OPHQSOYB OPLAZXAW OPLAYFYX 301215: OPLAZRZA FROM: ACC AIIAP, LAHORE TO: DIRECTOR OPS HQCAA KARACHI PRESIDENT SIB HQCAA KARACHI DIRECTOR AIRWORTHINESS HQCAA KARACHI GM ATS HQCAA KARACHI APM AIIAP, LAHORE COO AIIAP, LAHORE RFC AIIAP LAHORE SO TO DY DGCAA HQCAA KARACHI AIRWORTHINESS SURVEYOR AIIAP LAHORE DCO AIIAP, LAHORE. ------------------------------Example: PIA865, A310, REG/APBGQ, VTBD-OPLA, LANDED ON RWY 36R AT TIME 2358 UTC AND PARKED ON BAY NO.5 (.) AT TIME 0230 UTC PIA ENG. MR. SALIM REPORTED ON TELEPHONE, A BIRD HIT IN ENGINE NO.2, AFTER GROUND INSPECTION (.) A SEPARATE BIRD STRIKE REPORT FORM WAS SUBMITTED IN PFIU BY PILOT AT TIME 0315 UTC (.) PILOT DID NOT REPOT ANY BIRD HIT AFTER LANDING ON R/T (.) AIRCRAFT WAS PHYSICALLY INSPECTED BY DMAS WHO CONFIRMED BLOOD STAINS AND BIRD FEATHERS IN ENGINE NO.2 (.) SUNRISE WAS AT TIME 0011 UTC (.) RWY INSPECTION WAS CARRIED OUT BEFORE LANDING AND NO BIRD ACTIVITY WAS OBSERVED ON RWY AND APPROACH PATH BY DMAS AND CONTROL TOWER (.) BIRD SHOOTER ALONG WITH VEHILE WERE DEPLOYED FOR PATROLLING ALONG THE RWY (.) NO DEAD BIRD FOUND ON RWY AFTER SUCCEESIVE INSPECTIONS AFTER THE LANDING OF AIRCRAFT (.) DAMAGE TO THE AIRCRAFT STILL NOT KNOWN (.) 3.35.7 OCCURRENCE MESSAGE (BOMB THREAT) DD OPHQYAYO OPHQYAYL OPHQYAYS OPHQYAYL OPHQZXSO DD OPHQZXAS OPLAYDYX OPLAYHYX DD OPLAYGYX OPLAZXAW OPHQSODG OPHQSOYB OPLAYFYX 031750 OPLAZIZX FROM: ACC AIIAP, LAHORE. TO: DIRECTOR OPERATIONS HQCAA, KARACHI PRESIDENT SIB HQCAA, KARACHI DIRECTOR AIRWORTHINESS HQCAA KARACHI GM SECURITY HQCAA KARACHI GM ATS HQCAA, KARACHI APM AIIAP LAHORE COO AIIAP, LAHORE RFC AIIAP, LAHORE AIRWORTHINESS SURVEYOR AIIAP LAHORE SO TO DGCAA, HQCAA, KARACHI SO TO DY. DGCAA, HQCAA, KARACHI DCO AIIAP LAHORE -------------------------------Example: RSO424, DC-9, REG/URCBV, OPLA-OMAA, POB127 DEPARTED OPLA 1456 (.) AT TIME 1502 WHEN AIRCRAFT WAS 35NM OUT OF LAHORE. A TELEPHONE CALL RECEIVED ON CAA EXTENSION 04 FROM FAZAL REHMAN INSPECTOR ASF (.) HE ASKED TO CALL RSO424 BACK TO LAND AT AHORE AS IT WAS NOT SECURITY CLEARED BY ASF AND ONE PASSENGER WAS SHORT (.) HE SAME MESSAGE PASSED TO AIRCRAFT CONCERNED (.) PILOT PLANNED TO CONTINUE FOR DESTINATION (.) AT TIME 1515 WHEN AIRCRAFT WAS 100NM OUT OF LAHORE ASF CONTROL ROOM CLEARED THIS AIRCRAFT TO PROCEED TO ITS DESTINATION AS THE MISSING PASSENGER MR. MUHAMMAD ZIA-UL-HAQ S/O MR. MUHAMMAD AFZAL P.P NO. 098140 WAS RACED AND TAKEN INTO CUSTODY 01/06/2011 3-31 MNL-002-LAAT-2.0
BY ASF (.) LATER ON M/S ASF REVEALED THAT PASSENGER HAD SOME IMMIGRATION PROBLEM (.) MATTER BEING TAKEN UPTO AERO ASIA AS TO WHY THE FLIGHT WAS ALLOWED TO PROCEED WITHOUT ENSURING THAT ALL PASSENGERS HAVE BEEN BOARDED (.) ALL TIMING UTC (.) 3.35.8 INCIDENT MESSAGE DD OPHQYAYO OPHQYAYL DD OPHQYAYS OPHQZXSO DD OPHQZXAS OPHQZMAM OPHQZXMD OPLAYDYX OPLAYHYX DD OP--ZTZX OPLAYGYX OP--YDYX OPLAZXAW OPHQSOYA DD OPHQSOYB OPLAYFYX 311540 OPLAZRZA FROM: ACC AIIAP, LAHORE TO: DIRECTOR OPS HQCAA KARACHI PRESIDENT SIB HQCAA KARACHI DIRECTOR AIRWORTHINESS HQCAA KARACHI GM SECURITY HQCAA KARACHI GM ATS HQCAA KARACHI GM AIRPORT MANAGEMENT HQCAA KARACHI GM MEDICAL MANAGEMENT HQCAA KARACHI APM AIIAP LAHORE COO AIIAP LAHORE APM CONCERNED AIRFIELD RFC AIIAP LAHORE CONCERNED AIRWORTHINESS SURVEYOR / AIIAP LAHORE SO TO DGCAA HQCAA KARACHI SO TO DY DGCAA HQCAA KARACHI MOD (AVIATION DIVISION THROUGH HQCAA) DCO AIIAP, LAHORE. ---------------------------Example:PIA660 F27 AP-AUR OPPS-OPCH (.) ETA 0342(.) ATA 0341 (.) CAPTAIN ERFAN FAIZ (.) AFTER LANDING FROM RWY-02 WENT UPTO 500 FEET ON KUCHA OVERRUN AREA (.) AIRCRAFT LEFT SIDE PROPELLER DAMAGED (CMM) BOTH UNDER CARRIAGE BROKEN AND AIRCRAFT LANDED ON ITS BELLY, NO INJURY, NO CAUSALITY REPORTED (.) POB51 FUEL ENDURANCE 0225 HOURS (.) ALL CONCERNED INFORMED BY APM CHITRAL (.) APM ISLAMABAD REQUIRED TO PASS THE INFORMATION REGARDING PIA660 TO MINISTRY OF DEFENCE (.) 3.35.9 ACCIDENT MESSAGE DD OPKCZRZA DD OPHQYAYX OPHQYAYB OPHQYAYO OPHQYAYL DD OPHQYAYS OPHQYASM OPHQYAMN OPHQZXAS OPHQ DD OPHQZXAW OPLAYDYX OPMTYDYX OPRNZTZX OPLAZXAW DD OPHQYAYN OPLAYGYX OPHQSODG OPHQSOYB OPLAYHYX DD OPLAYFYX 311600 OPLAZRZA FROM: ACC LAHORE TO: DGCAA HQCAA, KARACHI DY. DGCAA, HQCAA, KARACHI DIRECTOR OPS. HQCAA KARACHI PRESIDENT SIB, HQCAA, KARACHI. DIRECTOR AIRWOTHINESS, KARACHI. GM ATS HQCAA KARACHI GM SECURITY HQCAA KARACHI GM AIRPORT MANAGEMETN HQCAA KARACHI APM AIIAP LAHORE COO AIIAP LAHORE APM CONCERNED AIRFIELD 01/06/2011 3-32 MNL-002-LAAT-2.0
TECHNICAL INVESTIGATOR HQCAA KARACHI RFC AIIAP LAHORE SO TO DGCAA HQCAA KARACHI SO TO DY DGCAA HQCAA KARACHI ACC AIIAP LAHORE MOD (AVIATION DIVISION) ISLAMABAD CONTROLLER AIRWORTHINESS AIIAP LAHORE DCO, AIIAP, LAHORE. EXAMPLE:1) NAME MR. QAMBAR ABBAS AATCO 06-9200310 MULTAN TOWER 2) SHIFT SUPEVISOR AIIAP, LAHORE. 3) A. C-172 PAKISTANI REG AP-BDX OPKC-OPLA B. PAKISTAN AVIATOR. TRAINING FLIGHT C. CAPTAIN ZAKI CO-PILOT MR. KASHIF D. DATE AND TIME 31ST 07-2004 0407311106 UTC. E. OPKC - OPLA TRAINING FLIGHT. F. 6/17 MILES FROM MULTAN SALAHA MUHAMMAD WALA MOZA LALIPUR THANA BULAH G. POB 04 ALL OCCUPANT SAFE. H. MAJOR TABRAIZ CFI PAK AVIATORS INTIMATED ON TELEPHONE AS REASON OF ACCIDENT IS DUE TO LOSS OF POWER AND FOLLOWING DAMAGES ARE REPORTED. i) ACFT LANDING GEARS ii) RIGHT WINGTIP iii) RIGHT TAIL HORIZONTAL STABILIZER iv) SITE OF ACCIDENT UNKNOWN NOTE: - MULTAN SATCO ADVISED TO ENSURE CORDONING - OFF OF THE ACFT (.) ARRANGEMENTS OF PHOTOGRAPH AND COLLECTION OF BLOOD AND URINE SAMPLE OF ACFT CREW.
3.36
AVAILABILITY OF SOPS
3.36.1 In addition to the station air traffic instructions printed in this book following SOPs on different topics and letters of agreements between ATS units/ACC with Lahore are available in ACC Radar for compliance. 3.36.1.1 Handling of VVIP Flights 3.36.1.2 Radio Communication Failure 3.36.1.3 Malfunctioning of aircraft in flight 3.36.1.4 Removal of disabled aircraft 3.36.1.5 Prevention of runway incursion 3.36.1.6 Use of runway friction measuring equipment mu-meter MK6SOP for Hijacking 3.36.1.7 Low Visisbiliy Procedures 3.36.1.8 SOP Operations of Vehicle on airside and Isuuance of AVP & ADP 3.36.1.9 SOP Operation in Bad Weather 3.36.1.10 SOP ATDMMS 3.36.1.11 Oil/Fuel Spillage Response 3.36.1.12 Coordination Procedures between ATC Units and Airlines 3.36.1.13 Coordination Procedures between ACC & RCC 3.36.1.14 Coordination Procedures between ATC & AMHS/Communication Centre 3.36.1.15 SOP for Bomb Threat to ACC Building 3.36.1.16 SOP for Monitoring of LHD 3.36.2 LETTERS OF AGREEMENT 1) Letter of Agreement between Lahore and Karachi. 2) Draft Letter of agreement between Lahore and Cherat. 3) Draft Letter of agreement between Lahore and Islamabad. 4) Letter of agreement between Lahore and Faisalabad. 5) Letter of agreement between Lahore and Multan. 6) Letter of agreement between Lahore and Delhi. 7) Letter of agreement between Lahore and Urmachi. 8) Letter of agreement between Lahore and Dushanbe.
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9) 10)
Letter of agreement between Lahore and Sialkot. Draft Letter of agreement between Lahore and Quetta.
3.37
RECORDING AND SUBMISSION OF ATS REVENUE DATA

3.37.1 Airport 20 / 20 system has been installed in ACC, Control Tower and PFIU. This system has been been developed to fulfill a concrete role in CAA Pakistan Billing system. 3.37.1.1 All flights Landings at AIIAP, Lahore and over-flying (only Lahore transiting) will be maintained and entered in the Aerodrome Control Tower and Area Control Centre respectively. 3.37.1.2 A user guide of BSM (Billing Sequence Maintenance) has been placed on all working positions. 3.37.1.3 A user list alongwith citrix domain user names and citrix user password has also placed on all working positions. 3.37.1.4 FDA of VDU position will be responsible for making entries of all Aircraft movement Data Overflying Lahore FIR during the tenure of his duty in the Airport 20 / 20 system. 3.37.1.5 Data pertaining to Control Tower will be maintained by FDA Tower. 3.37.1.6 The manual Data entry as well is also to be continued as per previous practice till further advice in all ATS Units. 3.37.1.7 All the Team Leaders / Ground Movement Controllers are to monitor Data entered by FDA VDU / FDA Control Tower respectively. 3.37.1.8 In case of any malfunctioning in the system. HQCAA helpline Tel # 02199072194 / 2182 to be informed promptly and entry to this effect to be made in the Airport 20 / 20 Log Books.
3.38
HANDLING OF FLIGHTS REQUIRE ON SPOT PAYMENT BY DUTY PFIOS

For the purpose of charges regarding Flights require to make on spot payment are to be charged as per invoice generated by the Airport 20 / 20 System. Description to feed required fields in the invoice generation is placed in the PFIU position. The system invogue previously for manual preparation challan forms will also continued till the complete familiarization of PFIOs with the invoice generation.
3.39
ACTION BY MANAGER ATS REVENUE:

Manager ATS Revenue will cross check the over-flying Data (B-3) and Landing Data (B-2) alongwith AVIO Bridge timings viz-a-viz actual Aircraft operations. After the verification, Data will be sent online to HQCAA Billing Branch, followed by a Hard Copy through HR Branch, for the preceding day.
3.40
EMBARKATION DATA:
The Embarkation Data will continue to feed relevant Embarkation Data on the Aircraft Movement Data (B-2), retrieved in the Embarkation cell. The same will be forwarded online and followed by the hard copy through HR Branch, for the preceding day.
3.41
AVIO BRIDGE CHARGES:

3.41.1 Incharge AVIO Bridge will feed the occupancy time of the AVIO Bridge on the Aircraft Movement Data after retrieving the Data entered in Control Tower in Airport 20 / 20 System. 3.26.2 Manager ATS Revenue will further finalize the AVIO Bridge Data before online submission to HQCAA.
3.42 3.43
EMERGENCIES:
The duty air traffic controllers shall handle all emergencies in accordance with the appropriate SOPs.
RECORDING OF AIRCRAFT MESSAGES:
MOVEMENT/ATS REVENUE DATA AND ATS
3.43.1 ATS flight data assistant in Area Control Centre, Control Tower and PFIO has to fill/prepare:3.43.1 Landing and housing Form 438 prepared by PFIO 3.43.2 Flight Movement Register prepared by PFIO. 3.43.3 Movement register 447 by FDA Tower 3.43.4 Computerised aircraft Movement Report prepared by FDA Tower 3.43.5 Bay movement record by GOC Controller.
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3.43.2 Wrong, incomplete and incorrect entries may lead to embarrassing situation for CAA. Missing of aircraft movements in the respective Forms or in the movement registers may lead to revenue loss for CAA. These omission/incorrect movement record will create problems for the preparation / compiling of ATS revenue data and will result delay for billing to different operators. 3.43.3 Following procedure shall be followed in letter and spirit to ensure proper recording of aircraft movement/ preparation of revenue data and ATS messages: 3.43.3.1 All columns of landing and housing Form-438 must be filled. Arrival and departure time in column 9 and 10 must be recorded in UTC. 3.43.3.2 All columns of movement register CAA-447 must be filled. Correct aircraft registration and type must be recorded in respective columns. 3.43.3.3 November Register shall also be completed by FDA N. All columns shall be filled adequately. 3.43.3.4 FDA N upon receipt of estimates of Aircraft shall pass the current flight plan details to SMCC obtain ADC Number (if applicable), make complete entry in the register N record time of coordination and ADC number (if applicable) on concerned strip of the respective flights and send it to FDA Revenue. 3.43.3.5 Concerned Procedure Controller/Coordinator shall pass the revisions/changes of estimates of aircraft to FDA N who will pass it to S.O.C. Record the coordination time again in N register. 3.43.3.6 FDA N shall record the revision in appropriate columns of the register. 3.43.3.7 Team Leader shall ensure that the Non-schedule clearances / Approved Schedules received during his duty period are properly recorded and hand it over to FDA clearance for necessary action. 3.43.4 Non Schedule Flight clearances:3.43.4.1 The FDA clearance will deal with the clearances of non-schedule flights on the instruction of concerned Planner / Area controller (East / West ) and Team Leader. 3.43.4.2 Contents of the clearance shall be read thoroughly and followed in letter and spirit. Any clarification required therein may be made from the Team Leader. 3.43.4.3 Team Leader shall affect coordination with Air Transport Directorate/SMCC as deemed appropriate and if so considered necessary. 3.43.4.4 In case the clearance is not available, then Team Leader shall coordinate with appropriate authority for clearance provided it does not cover under authority th th conveyed vide HQCAA/1601/AT(PC) dated 7 & 26 July, 2010 Upon the receipt of clearance on telephone etc. the same shall be recorded in the ATS Log and concerned clearance register. The Team Leader may assign this job to any other officer of his Team. 3.43.4.5 The clearance number of Non-schedule flight landing at Lahore International should be passed to PFIO by the Procedure Controller. PFIO will record the same in Landing and Housing Form 438 against Arrival / Departure of the same flight. 3.43.4.6 Upon receipt of estimates of Non-schedule flight, the Area coordinator will coordinate with FDA clearance for authority / clearance number. Clearance number shall be endorsed on the flight data strip of the aircraft and then handed over to FDA N. 3.43.4.7 FDA November shall also record the Non-schedule flight clearance number in November Register. 3.43.5 Diversions of schedule/Non-schedule flights/Technical landings shall not only be recorded in the ATS log but also in the concerned movement registers and forms. 3.43.6 As soon as the flight exits Lahore FIR or lands at Lahore, the complete data along with flight progress strips shall be sent to FDA-Revenue who shall: 3.43.6.1 Record the details of the flight movement in ACC movement register, 3.43.6.2 Also feed the same data in computer, 3.43.6.3 Staple the data (Strips, ATS Messages etc.) and file it to preserve record, 3.43.6.4 Prepare the summary of aircraft movements during night duty and bring it forward.
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3.43.7 Aerodrome Controller/Ground Movement Controller shall hand over the departure / arrival strips complete in all respect to TWR FDA. Ground Movement Controller shall record the bay movement of all aircraft on the prescribed form and pass the same to Tower FDA. 3.43.8 FDA Tower shall ensure that: 3.43.8.1 The complete details of aircraft movement on apron are recorded in Control Tower movement register 447 and computer 3.43.8.2 FDA Tower shall pass the aircraft movement complete in all respect to PFIO regarding arrival, departure, technical landings etc. 3.43.8.3 The recorded ATS revenue Form-447 will be attached with the computer print. 3.43.9 FDA Tower shall send all ATS revenue record to Team Leader by 0030UTC daily. The other ATS record shall also be sent to Team Leader. Confirm the receipt and log it accordingly. Senior duty controller in Tower will ensure compliance. 3.43.10 Upon the receipt of the Flight details from Aerodrome Control Tower, duty PFIO shall 3.43.10.1 Record the same in Landing/Housing Form 438 and Flight Movement register. 3.43.10.2 Check / correlate the landings and flight plans of departure from AIIAP Lahore with approved schedule of the airline so as to ensure its correct implementation and to detect any irregularities. The irregularities shall be recorded and reported to Team Leader. 3.43.10.3 Send the recorded ATS revenue data for the day along with National Bank receipt and Bank challan if any for Non-schedule flights to Team Leader at 0030UTC. The other ATS record shall also be sent to Team Leader. Confirm the receipt and record it in the logbook. 3.43.10.4 On the first day of each month send the Form-438 along with other data to Team Leader and ensure that same have been received by him. This shall be recorded in the logbook. 3.43.10.5 Prepare the summary of the aircraft movements and bring it forward. 3.43.11 Computers provided in Area Control Centre and Aerodrome Control Tower for the recording of ATS data shall not be used for any other purpose. Team Leader and Senior Aerodrome Controller shall ensure strict compliance. 3.43.12 Duty Team Leader shall ensure: 3.43.12.1 That the above prescribed data are received from PFIU and Aerodrome Control Tower by 0100 UTC. 3.43.12.2 Handing over the prescribed data to incoming Team Leader, who will hand over the same data to ATS revenue officials and record the same in logbook. 3.43.12.3 All the officials of the Team shall follow the procedures in letter and spirit. 3.43.12.4 That the irregularities/mistakes are not only checked but also corrected and reported to the R.F.C. for necessary action as deemed appropriate. 3.43.13 he ATS officials deployed for the collection and compilation of ATS revenue data shall; 3.43.13.1 Cross check the data by comparing approved schedule/non-schedule clearances, issued by the HQCAA. In this regard the Flight schedules, Nonschedule clearance register, Military clearances and Blanket clearances available in Area Control Centre may be consulted to check the discrepancies. 3.43.13.2 Correlate the schedule/non-schedule clearance/military clearance and blanket clearances for transit flights with the aircraft movement data. 3.43.13.3 Report the missing/incomplete/incorrect entries to the CM ATS Revenue for necessary action. 3.43.14 ATS Revenue officials shall be held responsible for missing, incorrect and incomplete entry of revenue data in landing, housing input form B-2. 3.43.15 All ATS officials shall ensure strict compliance of the above guidelines.
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3.44
CONTROLLED AERODROMES AND NAV AIDS IN LAHORE FIR:

RWY DESIG (07/25) 08/26 RWY LENGTH 1829/30 1524/23 RWY LCN/PCN P12 P10 FIRE CAT 4 4 NDB FREQ 257 332 113.3 (02/20) 18/36 (12/30) (03/21) (07/25) (12/30) (36R/18L) (36L/18R) (36/18) (13/31) (16/34) (17/35) (13/31) ((01/19) (05/23) 1768/30 1970/31 1524/23 2826/46 1646/30 3292/48 3360/46 2743/46 3204/46 914/23 1219/23 2743/48 3658/46 914/23 1829/46 P16 P45 P17 P44 P15 P77 P85 P55 P62 PCN 5 PCN 5 P68 P82 LCN10 P17 4 4 4 8 4 9 9 7 02 02 9 8 2 4 322 286 212 324 344 268 387 207 273 308 348 295 357 317 (04/22) (15/33) (14/32) 32/14 (09/27) 3600/45 1981/30 3657/30 4200/150 1829/30 P64 P15 P40 LCN 16500 lbs P15 9 6 Unspecified 4 113.8 247 245 SLT 115.7 CH 85X CH 104X 119.85 119.7 119.4 120.7 113.1 112.1 112.7 118.7 114.3 114.7 CH 58X CH 74X CH 40X CH 90X CH 94X 122.5 119.4 122.8 127.3 119.1 123.7 118.1 119.1 123.4 122.2 122.9 118.050 122.4 120.7 VOR FREQ DME FREQ VHF FREQ (TWR) 122.8 129.8
AERODROME BANNU BHAWALPUR BINDO CHITRAL D.G.KHAN D.I.KHAN FAISALABAD GILGIT ISLAMABAD LAHORE MULTAN MUZAFFARABAD PARACHINAR PESHAWAR QUETTA RAHWALI SAIDU SHARIF SHEIKHUPURA SIALKOT SKARDU WALTON ZHOB
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S.No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
UNMANNED AIRSTRIPS WITHIN LAHORE FIR:

STRIPS ALI TAREEN FARM JAMAL DIN WALI SHAMSI ROJHAN COOD N294115 E713339 N283043 E7003 N2753 E6533 N285138 E695721 ELEV 450 400 2500 295 RWY 18/36 19/01 22/04 01/19 RWY LENGTH 3650 3650 8000 7546 RWY WIDTH 80 80 100 98.40 REMARKS R160/32NM OF MT VOR R160/34NM OF MT VOR R045/84NM OF PG VOR R328/34 NM from RYK
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Chapter 4 APPROACH CONTROL SERVICE

4.1 APPROACH CONTROL SERVICE:
Approach Control Service (Procedural / Radar) is being provide by qualified Approach Controller (Procedural/Radar) in the Lahore Terminal Control area through Approach Control Office as under: -
4.2
AREA OF RESPONSIBILITY:
4.2.1 The area of responsibility is given below:SR. NO.
a. b.
AREA
Control Zone Terminal Control Area (35 NM around Lahore)
HORIZONTAL LIMIT
Circle of 25NM Centred at Lahore Outside Control Zone till 35NM Except that area which falls in VIDP FIR
VERTICAL LIMIT
FL75 GND FL155 FL55
CLASS OF AIRSPACE
B C
4.2.2
Terminal control area is shown below with diagram, airspace classification, horizontal and vertical limits:
A
LA
TMA
35 NM FL250 FL155 CTR 25NM FL155 C FL55
C G
LA
FL75 GND/Water 25 NM
G
35NM
4.3
DUTIES OF APPROACH CONTROLLER:

4.3.1 In all matters pertaining to ATS Operations, Approach Controller is responsible to Team Leader for the operation of Approach Control Office. In discharging this responsibility, he/she has to perform the following functions:4.3.1.1 Before taking over watch and whenever necessary during the tenure of duty, ensure the availability and record of the following: 4.3.1.1.1 Current weather forecast during the tenure of duty. 4.3.1.1.2 Serviceability status of radio navigational aids, aeronautical ground aids and other connected facilities for aircraft operation. 4.3.1.2 Taking over the position by log-in through assigned user ID and password. 4.3.1.3 Displaying correct page on VCCS monitor for communication.
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4.3.1.4 4.3.1.5
4.3.1.6 4.3.1.7 4.3.1.8 4.3.1.9 4.3.1.10 4.3.1.11 4.3.1.12 4.3.1.13 4.3.1.14 4.3.1.15 4.3.1.16 4.3.1.17
4.3.1.18 4.3.1.19 4.3.1.20
Ensuring appropriate setting of SDD (as described at Appendix D) for visualization of traffic entering / leaving the area of responsibility. Accepting / handing over the control of traffic over the defined and / or agreed transfer of control points (automatic or manual). Transfer of communication shall be made once the traffic is accepted by the accepting controller. Ensuring selection of BYP from MONO in case of SDD shows FROZEN PICTURE message and select LAH SSR station. Provide radar/ non-radar approach control service within the area of responsibility in accordance with provisions as contained in AIP and MATS. Provide Flight Information Service and Alerting Service to aircraft operating in his area of responsibility. Coordinate and pass required information to concerned sectors of ACC and Tower as prescribed in MATS. Take appropriate action in case when aircraft are known or believed to be in need of assistance. Take action in accordance with Anti-Hijacking Plan and Crises & Emergency Response Plan (ERP) as and when required. Maintain continuous radar monitoring while using radar in the provision of approach control / Terminal control services so as to ensure flight safety at all times in the area of responsibility. Provide radar service to aircraft within area of responsibility, in accordance with provisions contained in AIP/MATS and supplementary instructions. Conduct surveillance radar approaches as and when required, subject to workload and equipment reliability. Maintain approach control logbook and ensure that all matters of significant importance are recorded. Impart on-job-training when authorized to do so. Ensure coordination with concerned duty engineer in case of un-serviceability or unsatisfactory performance of radar, communication, navigation or landing aids, and record the same in his logbook. Compile and submit reports on any irregularities in the operation of aircraft as required by Team Leader. Ensure that the observed / reported weather is passed to MET office and other concerned ATS units / aircraft. Any other duties assigned by COO, R.F.C. & Team Leader.
4.4
AERODROMES AND AIRSTRIPS IN TMA:

4.4.1 There are two Aerodromes in Lahore TMA (including control zone). 4.4.1.1 AIIAP Lahore. 4.4.1.2 Walton Airfield. Vertical/ Horizontal or Radar Separation shall be applied 4.5.1.1 Between all flights in Class A and B airspaces. 4.5.1.2 Between IFR, IFR / VFR flights, in Class C airspace. 4.5.1.3 IFR / Special VFR flights. Following navigation aids/fixes may be used for holding an aircraft in the air awaiting further clearance. 4.6.1.1 LAHORE VOR. 4.6.1.2 LEMOM 4.6.1.3 SHEIKHUPURA BECON 4.6.1.4 TDME LAHORE 4.6.1.5 LAHORE NDB
4.5
SEPARATIONS BETWEEN AIRCRAFT IN TMA

4.5.1
4.6
HOLDING FACILITIES
4.6.1
4.7
APPROACH SEQUENCE:
First come and first serve procedure shall normally be followed. However, sequence should be made in a manner to enable the maximum number of aircraft to land in minimum time interval without causing un-necessary delay to schedule traffic. The sequence number to be informed to the concerned aircraft.
4.8
COORDINATION:
Inter-unit coordination between ATS units to be affected on VCCS/intercom as per procedure, prescribed in MATS-Pakistan.
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4.9
ARRIVALS- GENERAL:
4.9.1 The provision of radar approach control service to arriving traffic at Lahore Airport is achieved by Lahore Approach control by vectoring, monitoring and provide spacing in terms of required landing interval of all arrivals either for a visual approach or to an approach aid appropriate to the runway-in-use. If an arriving aircraft does not indicate that she has received the current ATIS broad cast, the Approach Controller has to pass the latest weather and airfield conditions to the aircraft. It is the responsibility of Approach Controller to immediately relay all changes in weather (RVR) and airfield conditions to all arrivals under his control and in direct communication with him. Designation of the runway-in-use is the prerogative of the Aerodrome Controller, but all changes to this designation shall be coordinated with the Approach Controller well in time and this coordinated change of runway shall be fed into the ATM system from FDA TWR position and as well as Approach Contrroller / FDA Approach. When an aircraft makes request to use the runway end other than the one in use such approach may be accommodated provided:. 4.9.5.1 Coordination with Aerodrome controller is affected, and 4.9.5.2 No departure is expected after the time such arriving aircraft has entered control zone. (Note: Such requests shall be refused or deferred if it results in delay to other traffic.) The Approach Controller shall keep the Aerodrome Controller updated on the landing sequence of arriving aircraft. However, when aircraft is equipped with functioning transponder and SDD in control tower is serviceable, progress of arrival for Lahore and Walton may not be passed to Aerodrome controller. Normally all aircraft in a series of arrival expect to carry out the same type of approach to land in turn on the same runway. The type of approach to be executed by each one of the series of arriving aircraft need not be repeated to the Aerodrome Controller unless it differs significantly from others in the sequence. When SSR / FDP and / or transponder of aircraft are non operative, Area Control has to co-ordinate arrivals coming from airspace under its jurisdiction by ensuring that flight plan estimates have been passed to Approach at least three minutes before the aircraft is expected to enter the TMA. The changes in the CPL shall also be passed to Approach Control without delay. When SSR / FDP and / or transponder of aircraft are non operative, Area Control has to clear inbound aircraft to Lahore via the appropriate STAR. ACC East Controller shall coordinate with Approach about the levels below FL 155 to which an aircraft is cleared and that shall be passed invariably. When ETAs at the Lahore indicate traffic in excess of the Approach acceptance rate (sequencing interval), Planner / Area Controllers shall issue clearance to hold over designated fix with appropriate EAT in coordination with Approach Controller and shall be informed accordingly. Area Control will transfer the control of inbound traffic to Approach at 50 DME from Lahore or at any other position agreed by them. Approach Controller shall not give climb above the last assigned level by ACC to arriving aircraft unless prior coordination has been affected with concerned ACC Controller. Approach Controller will not normally provide advisories to aircraft after crossing final approach fix to the runway except when radar reveals a situation, which in the opinion of the controller, is likely to affect safety of the flight. When SSR and transponder of aircraft are operative, ACC will coordinate with Approach for minimum available level for arriving aircraft and will continue release aircraft, with vertical separation on the basis of agreed level unless amendment received from Approach controller.
4.9.2
4.9.3
4.9.4
4.9.5
4.9.6
4.9.7
4.9.8
4.9.9
4.9.10
4.9.11
4.9.12
4.9.13
4.10
RADAR APPROACH CONTROL:

4.10.1 Radar Control services is being provided by Lahore Approach in Lahore TMA in accordance with the procedures prescribed in the MATS- Pakistan. 4.10.2 Radar advisory Service may be provided by Lahore Approach to Aircraft outside of Controlled Airspace and yet within Radar coverage on as required basis.
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4.10.3 RADAR ALIGNMENT CHECKS: 4.10.3.1 The Approach Radar Controller shall check the alignment of radar as follows: 4.10.3.1.1 By correlating the runway map and the radar position indications of departing aircraft from Lahore. 4.10.3.1.2 By correlating the radar position indication of an aircraft reported to be established on ILS and the runway centre line depicted on the radar display. 4.10.3.2 Approach Controller before taking over watch and as and when required shall confirm / request team leader for alignment check.
4.11 4.12
VVIP FLIGHTS:
VVIP flights shall be handled in accordance with procedure laid down in AIP-Pakistan and M.A.T.S.
CONTROL OF DEPARTING AIRCRAFT:

4.12.1 The approach controller shall issue; 4.12.1.1 Appropriate SID / maneouver to the departing IFR flights 4.12.1.2 Appropriate ATC clearance for VFR flights and post the same on the flight progress strip in the appropriate column. 4.12.2 Approach controller shall also post the ATC clearance issued by ACC upon receipt. For this purpose he shall ensure that prior coordination has been affected with concerned ACC sector. 4.12.3 The Approach Controller shall release the departing aircraft to the appropriate ACC sector jurisdiction at 50NM from Lahore or when aircraft reaches FL140 which ever is earlier. However ACC sectors and Approach Control may affect transfer of control at any other agreed point. For this purpose position coordination shall be ensured 4.12.4 The Approach Controller shall not give climb to an aircraft above the level last assigned by the concerned Planner / Area Controller without prior approval and coordination. 4.12.5 The Approach Controller may impose additional restrictions on departing flight, if necessary to the extent that it does not change the initial ATC clearance issued by the Planner / Area Controller unless prior coordination has been effected to that effect. 4.12.6 Approach Controller shall ensure that departing aircraft are established on their assigned routes before transfer of control. Whenever this is not practicable he shall ensure standard separation between aircraft, and facilitate climb through radar vectors. Coordination shall be affected well in time.
4.13
EMERGENCIES:
All emergencies shall be handled as per concerned SOPs.
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Chapter 5 AERODROME CONTROL SERVICE

5.1 AERODROME CONTROL SERVICE:
Aerodrome Control Service shall be provided by qualified Aerodrome and Ground Movement Controllers in the vicinity and on the manoeuvring / movement area of aerodrome at AIIAP Lahore.
5.2
OPERATION:
5.2.1 The following units shall be involved in Aerodrome operations at AIIAP Lahore: 5.2.1.1 Aerodrome Control Tower. 2.2.1.2 Ground Movement Control. Following areas fall under the responsibility of Aerodrome/Ground Movement Controllers 5.3.1.1 Aerodrome Circuit of Lahore Airport including. 5.3.1.2 Manoeuvring / Movement area of AIIAP Lahore (Aerodrome / Ground Movement Controller).
5.3
AREA OF RESPONSIBILITY:
5.3.1
5.4 5.5
AIRSPACE CLASSIFICATION (AERODROME TRAFFIC ZONE):

Aerodrome traffic circuits of Lahore falls in class C Airspace.
DUTIES OF AERODROME CONTROLLER:

5.5.1 The Aerodrome Controller shall be responsible for: 5.5.1.1 Issuing clearances, instructions and information to aircraft/vehicles under his/her control to achieve a safe, orderly and expeditious flow of air traffic and preventing collisions between: 5.5.1.1.1 Aircraft flying in the vicinity of aerodrome, 5.5.1.1.2 Aircraft in the landing and take-off phases, 5.5.1.1.3 Aircraft operating on the manoeuvring area immediately before/after entering/vacating runway, 5.5.1.2 Taking over the position by log-in through assigned user ID and password. 5.5.1.3 Displaying correct page on VCCS monitor for communication. 5.5.1.4 Will select TWR SDD on MONO radar range 32 NM around Lahore for traffic awareness which will be utilized for efficient management of Aerodrome traffic, 5.5.1.5 Aircraft information on SDD shall not be used by the TWR Controller at his own initiative for the purposes of release of departures from AIIAP & OPLH, 5.5.1.6 Release of departure from OPLA or OPLH shall be coordinated with Approach unit as per the existing procedures. 5.5.1.7 Clocks in the unit shall be synchronized, when required, with the GPS clock of the ATM system, 5.5.1.8 Aircraft and any obstructions/vehicles/personnel on or close to the runway. 5.5.1.9 Coordination with ATS/Other units as required under existing procedures. 5.5.1.10 Obtaining and delivering ATC clearance/instructions to aircraft including those operating from adjacent airfield when SSR / FDP and / or FPL of the aircraft are not available. 5.5.1.11 Maintaining close liaison with Walton ATC. 5.5.1.12 Issuance of ATC Clearance to departures from OPLH when SSR, FDP and FPL of the aircraft available in the system. 5.5.1.13 Ensuring correlation of departures with ATD function of the flight plan for automatic origination of departure message whenever correlation is done manually. 5.5.1.14 Providing alerting service and to take appropriate action when aircraft are known to or believed to be in need of assistance in accordance with laid down procedures. 5.5.1.15 Maintain Aerodrome Controllers logbook and ensure that matters of significant importance are properly/timely logged Will ensure correct page display on VCCS monitor. 5.5.1.16 Ensure that all instructions issued by COO/RFC/Team Leader from time to time are complied with.
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5.5.1.17 5.5.1.18
Keep a close liaison with airside office regarding cleaning, inspection and serviceability of Runways/Taxiways/Apron/Strips. Any other related duty assigned by Team Leader.
5.6
DUTIES OF GROUND MOVEMENT CONTROLLER:

5.6.1 The Ground Movement Controller shall be responsible for:5.6.1.1 Regulating activities and movement of aircraft, vehicles and other traffic under his control to achieve safe, orderly and expeditious flow of air traffic and to prevent collision between: 5.6.1.1.1 Aircraft and other traffic on the apron, taxiways and parking area, 5.6.1.1.2 Aircraft and obstructions on the apron, taxiways and parking area, 5.6.1.2 Regulating activities and movement of vehicular/other traffic on Apron, 5.6.1.3 Obtaining and delivering of ATC clearance / instruction to aircraft operating from AIIAP when SSR / FDP and / or FPL of the aircraft are not available 5.6.1.4 Coordination with ATS/other units as required under appropriate procedure, 5.6.1.5 Allocating parking stands for arriving and departing flights in coordination with Ground Movement Controller, 5.6.1.6 Plan and make allotment of parking stands especially on remote area in efficient manner for their best utilisation, 5.6.1.7 Co-ordinate all VVIP/VIP movement in a most efficient manner with various operating agencies, 5.6.1.8 Whenever situation arises the Airside office will immediately be appraised for the deployment of bird shooter(s) at the required position. 5.6.1.9 Switching on/off Aeronautical Ground lights operating from control tower, 5.6.1.10 Ensure serviceability of all direct lines, telephones and circuits to be used in emergency or otherwise. 5.6.1.11 Any other duty assigned by Team Leader, RFC or COO, 5.6.1.12 Issuance of ATC Clearance to departures from AIIAP when SSR, FDP and FPL of the aircraft available in the system
5.7 5.8 5.9
CIRCUIT HEIGHT OF LAHORE AERODROME TRAFFIC ZONE:

Circuit height for all aircraft with all up-weight of 12500 lbs. or less is 1000 feet and for all other aircraft 1500 feet unless otherwise specified.
SIMULTANEOUS USE OF PARALLEL RUNWAYS:

Simultaneous landing on parallel Runways 36R & 36L or 18L & 18R are not permitted.
AERODROME OPERATION IN POOR VISIBILITY CONDITIONS (LOW VISIBILITY PROCEDURES):

5.9.1 The Aerodrome Controller shall not declare the aerodrome below/above minima. If the visibility at the airfield reduces to / below the established minima for takeoff /landing and as alternate aerodrome declared by HQCAA, ACC and Approach Control shall be informed immediately. Detailed instructions are written on Page 5-11 Para 5.19. In case any civil aircraft operates below the specified minimum visibility criteria, the Aerodrome Controller shall make a log entry and inform Team Leader, who will inform the following: 5.9.2.1 Director Operations 5.9.2.2 General Manager ATS 5.9.2.3 APM AIIAP, Lahore 5.9.2.4 Dy. APM AIIAP, Lahore 5.9.2.5 Chief Operations Officer 5.9.2.6 Radar Facility Chief A signal addressed to Director Operations, G.M ATS, President SIB, Chief Flight Inspector shall also be originated by Team Leader. Extreme care shall be taken in issuing Taxi/Towing permission to aircraft during poor visibility. If possible position of the first aircraft be ascertained before clearing other on the same taxi route. Runway clearance report / taxiway crossing report where needed be obtained on RT from aircraft. A follow-me van may be used for guidance where needed.
5.9.2
5.9.3 5.9.4
5.9.5 5.9.6
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5.10 INFORMATION ON RUNWAY IN USE & WIND CONDITIONS:

5.10.1 It is the responsibility of Aerodrome Controller to inform PFIO, Planner / Area Controller, and Approach Controller about surface wind at Lahore Airport when it exceeds 25 kts and when the direction is different by more than 45 degrees of the landing direction. Cross wind component shall in such circumstances be given to all arriving and departing aircraft. Whenever pilots are informed of runway in use the surface wind direction and its speed should invariably be passed. It should be ensured that, in case the runway is changed, the surface wind direction and the speed are also passed. It is possible that the pilots may request to land on runway other than the runway in use. Such requests may be acceded-to-if consistent with the safety of aircraft and traffic conditions. The Aerodrome Controller shall keep Lahore ACC and Approach informed of the active runway and the impending runway changes at Lahore/Walton airfield. Aerodrome controller shall also remind PFIO of amending the ATIS when circumstances so require. 5.10.2 Aerodrome controller shall ensure feeding of correct RWY-in-use in the system from FDA position
5.11
OPERATION OF ANEROID BAROMETERS IN CONTROL TOWER:

Reading of Aneroid Barometers provided in Control Tower shall be taken by duty Aerodrome Controller once in duty time. A corrective index of +0.6 to be added to the reading obtained and the QNH value thus achieved shall be compared with that provided by the MET and recorded in the logbook.
5.12
VEHICULAR TRAFFIC ON THE MOVEMENT AREA:

5.12.1 No vehicle shall be allowed to operate on the apron without valid Apron Vehicle Permit (AVP). Vehicle shall be driven by a licensed driver holding a valid Apron Driving Permit (ADP). The vehicle shall remain within the area marked for vehicular traffic and will conform to the rules and regulations/instructions issued from time to time. Airside inspectors shall be responsible to carry out checks on the vehicles operating on the apron and report any violation of the rule/instructions by the drivers to the Ground Movement Controller/Manager Airside, who will take necessary action as deemed necessary and make a report to C.O.O. 5.12.2 It is mandatory for all vehicular traffic proceeding towards runway to obtain Clearance from Control Tower by visual signal or R/T, before entering on the Runway /Taxiway. Such clearance shall be obtained regardless of any prior permission obtained from and / or arrangements made with Control Tower. Since this procedure has been adopted in view of flight safety, hence there is no exception to this rule for any one. 5.12.3 All vehicular traffic shall obtain prior clearance from Control Tower before Operating on manoeuvring area outside the area marked for vehicular movement.
5.13
RECALL OF DEPARTING AIRCRAFT BY OPERATING AGENCIES AT THE AIRPORT:

No departing aircraft, whether taxing out or in-flight, shall be called back at the request of ASF / Customs / Immigration / Health authorities / APM unless such request is received on one of the recorded telephone and followed by a written request duly signed by an authorised official. The Duty Air Traffic Controller shall immediately inform COO / GM ATS / D. Ops and request Appropriate ATS Authority i.e. DGCAA for permission / approval. In case the aircraft is on ground, its start up or departure clearance shall be cancelled. In case the aircraft is in flight the message so received from the concerned authority shall be conveyed to the Pilot-in-Command immediately and intentions be sought.
5.14
MANEUVERING AREA
5.14.1 CLEARANCE OF MANEUVERING AREA For the purpose of cleanliness of the maneuvering area runway sweeper call sign Romeo Sierra fitted with 121.8 MHz has been provided which will operate under the direct control of Aerodrome/Ground Movement Controller in accordance with the laid down procedures. The runway sweeper will operate daily during day and its unserviceability including un-serviceability of its radiotelephony should be properly logged and included in the daily IOU report. A team of apron labour will be under the control of Manager Airside and will work under the supervision of duty manager airside who has been detailed for the purpose. 5.14.2 TAXIWAY OPERATIONS / CLEARANCE Taxiway clearance shall include the taxiway designator through which the aircraft is to proceed to the runway. Boards indicating the taxiway designator have been provided. During night time it may not be possible for the aircraft to see the boards, therefore,
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5.14.3
5.14.4
5.14.5
5.14.6
aircraft may be given appropriate taxi clearance to follow the green lights-turn left/or right, etc. VEHICULAR TRAFFIC ON THE MOVEMENT AREA 5.14.3.1 No vehicle shall operate on the apron without valid apron vehicle permit and the vehicle shall be driven by a licensed driver holding a valid apron driving permit. The vehicle shall remain within the area marked for vehicular traffic and will conform to the rules and regulations laid down in relevant circular and according to instructions issued from time to time. Duty Manager Airside shall be responsible to carry out checks on the vehicles plying on the apron and report any violation of the rules/instructions by the drivers to the Aerodrome/Ground Movement Controller. Duty Manager Airside will take necessary action as deemed fit and make a written report to C.O.O/MAS. 5.14.3.2 It is mandatory for all vehicular traffic proceeding towards the runway to obtain clearance by visual signal or R/T from control tower, before entering the runway. Such clearance by visual signal and/or R/T has to be obtained regardless of any prior permission obtained from and/or arrangements made with control tower. Since this procedure has been adopted in view of flight safety, therefore, there is no exception to this rule for any one. 5.14.3.3 All vehicular traffic shall obtain prior clearance from control tower before operating on the maneuvering area PARKING OF AIRCRAFT 5.14.4.1 CHARACTERISTICS OF PARKING BAYS Stand No 1 : Upto A300 Stand No 2,3,4,5,6,7,8,9,10 and 21, 22 : Upto B747 Stand No 11,12,13,14,15,16,17,18,19,20 : Upto A300 Stand No 23 : Upto B707 Stand No 24 : Upto B737 Stand No 25, 26 : Upto A300 Stand No 27,28,29,30 : Upto B737 Stand No 1 to 20 : Refueling Stand Stand No 3 to 9 : with Aero Bridge Facility Stand No 3, 4,5 : International Stand No 6 : International/Domestic Stand No 7, 8, 9 : Domestic Note: - Stand No 6 and 7 may be used in case arriving aircraft is operating as International and departing as Domestic or vice versa. GENERAL AVIATION PARKING General Aviation aircrafts will be parked at their respective hangers or Jet Apron. However aircraft departing with passengers may be parked on remote bays at NTCL Apron. VVIP / VIP Parking 5.14.6.1 NTCL APRON Stand No 6 will be used for parking of aircraft carrying VIP/VVIP on board. In case of VVIP movement stand No 5 and 7 will be kept vacant. 5.14.6.2 OLD APRON In coordination with PAF Air Movement Stand No 27 or 26 will be used for parking of aircraft carrying VIP/VVIP. In case of VVIP, stand No 26 to 30 will be kept vacant. 5.14.6.3 INFORMATION ON PARKING OF AIRCRAFT TO FIRE STATION ETAs and bay numbers of arrivals shall be passed to the Fire Station at least 15 minutes before the arrival time. In case bay allotment is to be made on the spur of the moment due to unavoidable circumstances, the marshaller shall be advised who in turn shall inform the airline operator accordingly. However, last minute changes in the allotment of bays should be avoided as far as practicable since the same is likely to create confusion as well as inconvenience to the airline concerned in moving their ground equipment/staff from one bay to another
5.15
USE OF OPERATIONAL VEHICLE

The operational vehicles/Follow-Me vans available at the Fire Station shall be directly under the control of Aerodrome / Ground Movement Controller for use on the maneuvering area for
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operational purposes. These vehicles shall not be sent outside this area without the permission of the COO except in an emergency.
5.16
AERONAUTICAL GROUND LIGHTS

5.16.1 The operation of all aeronautical ground lights shall be checked every evening by the duty Electrician who will submit the un-serviceability details to the Aerodrome Controller. 5.16.2 The Aerodrome Controller will record the un-serviceability details in duplicate in the Performa provided in control tower, for this purpose. 5.16.3 One copy of the un-serviceability report should be sent to the Area Controller Procedure soon after completion and the other one to C.O.O next morning. 5.16.4 The Un-serviceability of lights shall be entered in the register provided for the purpose in Tower, mentioning the type, number, location of lights, its un-serviceability and serviceability times and any action taken to get the faults rectified. 5.16.5 The aeronautical ground light registers provided in control tower should be sent to the office of COO every Monday. 5.16.6 Irrespective of the check of the aeronautical ground light carried out every evening, checks should also be carried out at the time of taking over watch. 5.16.7 Any un-serviceability in the AGL shall be rectified by the duty electrician. In case the electrician on duty fails to rectify the fault, Electrical Supervisor, C.M Electrical are to be informed. In case of fault persisting for a longer period, COO and the G. M. E/M shall be informed immediately. 5.16.8 The use of intensity of Approach and runway lights shall be as follows:Runway Visibility Intensity Stage Percentage 1. Less than 550 meters 5 Max 100% 2. Between 550 & 1100 meters 4 30% 3. Between 1100 & 2000 meters 3 10% 4. Between 2 KM & 5Km 2 3% 5. Greater than 5Km Minimum 1% 5.16.9 OPERATION OF APPROACH LIGHTS Approach lights shall be switched ON, five minutes prior to the ETA of the aircraft and shall remain lighted through out the approach until the aircraft has landed or has requested that they be turned off; provided the aircraft remains in contact with the station for at least 15 minutes before ETA till the time of landing. If no R/T contact is established or if the contact is lost, the lights will be turned on 15 minutes before the ETA or time of losing contact whichever is earlier. During the time when the approach lights of the runway to be used are lighted, the runway lights and threshold lights shall also be lighted. 5.16.10 RUNWAY AND THRESHOLD LIGHTS 5.16.10.1 ARRIVING AIRCRAFT Runway lights shall be turned ON, five minutes before the ETA of the aircraft and shall remain lighted until the landing aircraft has cleared the runway, unless otherwise requested by the aircraft using the runway, provided the aircraft remains in contact with the station from at least 15 minutes before ETA to the time of landing. If no R/T contact is established lights will be turned on 15 minutes before ETA or time of losing contact whichever is earlier, and shall remain lighted until the landing aircraft has cleared the runway. 5.16.10.2 DEPARTING AIRCRAFT Runway lights shall be turned ON before the departing aircraft commences taxi for the purpose of take-off, and shall remain lighted for at least 5 minutes after take-off provided the aircraft remain in R/T contact with the station up to at least 15 minutes after departure. During these 15 minutes the lights will be turned ON whenever R/T contact is lost. During the time when the runway lights are operating the threshold lights of the runway to be used shall also be lighted. 5.16.11 PERSONS ON BOARD (DEPARTING FLIGHT) Duty Aerodrome Controller shall obtain information regarding total persons on board the aircraft before departure of each flight, which is of vital importance for rescue operation. This information will be passed to the duty ACC (P) Controller who will record it on the relevant Basic Form No. CAA 076 and the flight plan of the flight. 5.16.12 TAKEOFF FROM INTERSECTION POINT There is no procedural restriction for take off from an intermediate part of a Runway provided pilot in command (who is responsible to ensure that aircraft will be able to
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accomplish take off within the remaining length of runway excluding the stop way) has requested for such take off. Since actual length required for take off of a particular type of aircraft on a particular occasion is usually not known to ATC therefore, it is not possible for the Aerodrome Controller to initiate take off authorization from an intermediate part of the runway. Therefore whenever a request is made by the pilot for take off from an intermediate point of the runway it should be approved provided traffic conditions permit for such take off. 5.16.13 AERODROME OPERATING MINIMA 5.16.13.1 The Controllers shall: 5.16.13.1.1 Not declare the Airfield above or below minima for landing or take off. 5.16.13.1.2 Pass landing/takeoff clearance based on traffic conditions, Runway conditions and any other factor essential for flight safety. 5.16.13.1.3 Furnish the current visibility/RVR (in case of bad weather) and actual weather conditions to the aircraft 5.16.13.2 Pilot in command will be solely responsible for adhering to his minima approved by CFI, CAA, accordingly he shall apprise the ATC about his intention. 5.16.14 OPERATION OF NON SCHEDULE AIRCRAFT WITHOUT TOW BAR 5.16.14.1 All non-schedule aircraft are to carry tow bar on board. All non-scheduled flights must be asked on R/T by the approach controller about the availability of tow bar. In case any non-scheduled flight operates without tow bar then under mentioned action will be taken by aerodrome controller: 5.16.14.1.1 The handling agent will be asked regarding the availability of tow bar. 5.16.14.1.2 Aircraft will be parked short of normal parking position from where she can taxi out at her own power. 5.16.14.2 Aircraft will be given taxi clearance under own power when all aircraft parked in the vicinity, and likely to be damaged due to its blast are well clear from this aircraft.
5.17
INSTRUCTION ACTIVITIES
(GUIDELINES)
FOR
CONTROL
ERADICATION
OF
BIRD
5.17.1 INFORMATION TO PILOTS ABOUT BIRD HAZARD Advance information to the pilots about the presence of birds in the vicinity of an airport is of great significance, because it enables them to take timely evasive action. The prominent elements of such information are: 5.17.1.1 Their direction, and approximate distance from Control Tower. 5.17.1.2 Direction and approximate distance from threshold or end of runway (in case bird activity is seen on final approach or in the take-off path). 5.17.1.3 Vertical range. 5.17.1.4 Direction of movement and progressive position (on request from pilot or on Controllers own initiative). 5.17.1.5 The number and pattern of bird presence i.e. whether they are flying individually or in flock. 5.17.2 RESPONSIBILITY OF ATCO (TOWER) Normally, it is the responsibility of the pilot-in-command of the aircraft to avoid collision with birds. However, small birds cannot always easily be spotted from the cockpit, particularly in restricted visibility. Thus it is the duty of an Air Traffic Control Officer in the tower to scan the area with binoculars and inform the pilot if and when a bird is or likely to come in the flight path. He should keep on guiding the pilot about the hazard till his safe take-off / touchdown. 5.17.3 GUIDE-LINES FOR ATCO (TOWER) Air Traffic Control Officer on duty in the tower shall adhere to the following procedures: 5.17.3.1 Maintain a continuous watch on all visible flight operations at, and in the vicinity of the Airport. 5.17.3.2 Exercise a continuous vigilance for birds in the airspace of the airport. 5.17.3.3 Obtain information in respect of birds from the Airport Safety Services personnel on duty.
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Initiate action to shoot down and / or disperse birds before an aircraft takes off or lands. 5.17.3.5 Provide timely information to the pilot about presence of birds so that he can promptly locate them and take evasive action. 5.17.3.6 Follow, flight path of the aircraft and movement of the birds in order to keep the aircraft warned. 5.17.3.7 Delay departure or landing of an aircraft when considered necessary. 5.17.3.8 At airports where established traffic patterns and air traffic conditions permit, every endeavor is to be made to transmit to the pilot the take off / landing instructions in such a manner that the flight path of the aircraft is kept safe and well clear of the birds. 5.17.3.9 Use binoculars to scan the runways, final approach area and take off / climb areas. 5.17.3.10 Inspect runways frequently, particularly at dawn, before sun-set, after rains and prior to aircraft movement. 5.17.4 QUADRENNIAL DIVISION OF AIRPORT TRAFFIC ZONE For the purpose of giving reports of location of birds spotted in the vicinity of airports, the airspace within the Aerodrome Traffic Zone is to be divided into 4 sectors (quadrants) as under: Sector /(Quadrants) Bearing From Control Tower North East / Quadrant I 000 089 degrees South East / Quadrant II 090 179 degrees South West / Quadrant III 180 269 degrees North West / Quadrant IV 270 359 degrees 5.17.5 MANNER OF TRANSMISSION OF INFORMATION It is necessary to follow a standard form of transmitting the relevant information to a pilot. For instance, if birds have been observed at an approximate height of 1000 ft. on a bearing of about 140 degree from Control Tower and at a distance of approximately 4 miles, shall be transmitted in the following manner: Caution birds 4 miles in South East Sector at 1000 ft. 5.17.6 RECORDING / REPORTING OF BIRD STRIKE INCIDENTS 5.17.6.1 All bird hit incidents shall be duly recorded in a logbook specially maintained for the purpose. The following actions will be taken in addition: 5.17.6.1.1 The pilot is to be informed regarding any bird hit suspected by the Air Traffic Controller even if he has not reported. 5.17.6.1.2 Runway inspection is to be carried out after suspected or actual bird hit report. 5.17.6.1.3 DATCOs should be prepared for any emergency e.g. request for priority landing by aircraft after having a bird strike. 5.17.6.1.4 ICAO specified Bird Strike Reporting Form is to be completed by the pilot concerned, after landing. The duty Air Traffic Controller shall also complete this form when: y The report is not initiated by the pilot and an aircraft is observed to have encountered a bird hit; or y The report is filed by the aircraft in flight. 5.17.6.1.5 The completed forms along with comments of the Airport Managers shall be sent to HQCAA (ATS Branch) for disposal. 5.17.6.1.6 In order to obtain a bird eye view shooting activities at airports, and for the purpose of statistical record, a consolidated statement as per Proforma ATS/RCN/122 is required to be submitted by all airports. The return in duplicate should reach th HQCAA before 10 day of every month with a copy endorsed to the CFRO. (A Bird Hit incident logbook is placed in Tower). 5.17.6.1.7 The bird activity considerably increases with the on set of Monsoon Season. The bird activity on the manoeuvring area is potential hazard to safe operation of aircraft. It is, therefore, essential that positive measures be adopted to scare off the birds from the manoeuvring area specially the runways.
5.17.3.4
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5.17.7 PROCEDURES / INSTRUCTIONS LAID DOWN AS GUIDELINES 5.17.7.1 Duty Manager Airside (DMAS) shall deploy bird shooters on the airfield so that full length of runway and the approach areas are manned by bird shooters. 5.17.7.2 Deploy Runway Sweeper along with DATCO / DMAS / AATCO at 0500 hrs to sweep out the dead insects around runway lights collected during the night. 5.17.7.3 The bird shooters are to report in DMAS office in proper uniform at least 15 minutes prior to commencement of their duty. 5.17.7.4 The bird shooters will collect and hand over the cartridges to DMAS at his office, change over of guns/shift will be done there. 5.17.7.5 No bird shooter will leave his place of duty unless properly relieved or permitted by DATCO / DMAS (short leave in emergency only). 5.17.7.6 The DMAS is to ensure that all Bird Shooters remained in the area of their duty and scare/shoot birds. 5.17.7.7 Team Leader / DMAS or any officer assigned by the Team Leader will conduct surprise visit to check the bird shooters. 5.17.7.8 In case of heavy Bird Activity the Shift Manager will deploy one additional officer with DMAS along the runway to supervise the work of bird shooters and keep the liaison with the Control Tower. 5.17.7.9 The Team Leader / DMAS or Any other Officer assigned by Team Leader will inspect the runway at dawn and if bird activity is observed will remain positioned on the runway to take suitable action for bird scaring. He will remain in contact with Control Tower to give advise to the Aerodrome Controller during landing / takeoff movement of aircraft. 5.17.7.10 The Shift Incharge of Bird Shooters of morning shift will report to DMAS office regarding any unserviceability of the guns at time of reporting for duty. 5.17.7.11 The afternoon Shift Incharge of Bird Shooters will report to DMAS office at cease of duty about defects in the guns (if any) deployed during the day. 5.17.7.12 Airside officer/inspector should visit and verify evidence of bird hit in coordination with concerned operator as aircraft operators are required to show evidence of bird hit to airside managers/inspectors at the airports vide letter HQCAA/1905/SIB dated 29th May, 2002. 5.17.8 ADDITIONAL GUIDELINES 5.17.8.1 One Bird Shooter is essentially deployed in the approach area, who will position himself near fencing. 5.17.8.2 Proper watch is maintained on the movement of birds and bird shooters be deployed accordingly by DMAS. 5.17.8.3 In the event of heavy birds activity information to this effect be fed in ATIS and Approach controller be informed. 5.17.8.4 R/T fitted vehicle be deployed particularly during early morning hours to patrol on the Runway, efforts should be made so that birds do not rest on the maneuvering area. 5.17.8.5 The birds have tendency to sit on the taxiways, which may be ingested into the taxiing aircrafts engines. In such case a vehicle be detailed to run ahead of the taxiing/in-out aircraft, which will scare the birds away. 5.17.8.6 Runway other than, runway in use may be suggested to the arriving / departing aircraft if the birds activity is observed in the final approach / take-off areas. Prior coordination with approach control be affected when taking such action. GMC will update approach control regarding bird activity. 5.17.8.7 Ground Movement Controller will inform DMAS of the bird activities over and around the airfield. DMAS will ensure deployment of vehicles on the runway for continuous patrolling for scaring and eradication of birds before issuing clearance for each arrival and departure. 5.17.8.8 Use of crackers to scare off hovering birds is an effective tool. 5.17.8.9 All Aerodrome Ground Lights (AGL) particularly runway lights during night should be used sparingly to avoid collection of insect around it. 5.17.8.10 Arrange prompt clearing of rainwater from the runway/taxiways and aprons. NOTE: Most of the time bird activity is observed at dawn/sunrise and dusk/sunset following rainy days and at the end of rainfalls. Aerodrome Controller shall bring these instructions to the knowledge of bird shooters. 01/06/2011 5-8 MNL-002-LAAT-2.0
5.17.9 REMOVAL OF VEGETATION / GRASS 5.17.9.1 To control and maintain the vegetation at desired level as per ICAO // // //, recommendation i.e. height 6 - 9 not exceeding 9 following shall be done. 5.17.9.2 Horticulture Supervisor along with staff who are primarily responsible for mowing and cutting of vegetation will report to DMAS daily for coordination with control tower regarding deployment of labourer/staff and Tractor. DMAS and horticulture supervisor will mark the area to be cleared and detail the staff. 5.17.9.3 During arrival/departures tractor/labourer deployed on the maneuvering area will be kept clear of runway and be placed at a safe distance equivalent to taxi holding position i.e. 90 meters or 300 feet from edge of Runway. Nothing should be placed close to Runways during Arrival/Departures of aircraft. 5.17.9.4 During grass mowing lot of bird activity is observed, thus to ensure flight safety, vehicle along with bird shooters is to be placed at the site to ensure scaring off birds and if necessary mowing to be stopped well before arrival/departure.
5.18
LOW VISIBILITY PROCEDURES AND HUMAN RVR

5.18.1 PURPOSE Low visibility condition (generally caused due to fog. When Runway Visual Range (RVR) is less than 550 meters but not less than 350 meters which will prevail during ILS-CAT-II operations need special procedures to be implemented for effective control of: 5.18.1.1 Pedestrian and vehicle from entering into the runways and taxiways. 5.18.1.2 Protection of ILS critical/sensitive area from interference. 5.18.1.3 Safeguarding the aircraft taxiing 5.18.1.4 Safeguarding the parked aircraft. 5.18.1.5 The procedures and measures for low visibility have been accordingly formulated for compliance of all concerned. 5.18.2 REFERENCES 5.18.2.1 ICAO Annex-14 5.18.2.2 Airport Services Manual DOC-9137 (Part-8). 5.18.3 PRECISION APPROACH RUNWAY CAT-II An instrument runway served by ILS and visual aids intended for operation with a decision height 200 feet but not lower than 100 feet and a runway visual range not less than 350 meters. Runway 36R is precision approach runway CAT-II. 5.18.4 OPERATIONAL REQUIREMENTS FOR ILS CAT-II OPERATION 5.18.4.1 COMPONENTS OF INSTRUMENT LANDING SYSTEM (ILS) 5.18.4.1.1 Localizer 5.18.4.1.2 Glide Path 5.18.4.1.3 ILS-TDME 5.18.4.1.4 Middle Marker 5.18.4.1.5 Outer Marker In the event of failure of any of the component, downing of the category shall take place. Failure of any component shall be reported to the pilot immediately to initiate action according to his SOP. 5.18.4.2 VISUAL AIDS LIGHTS 5.18.4.2.1 Precision Approach lights 5.18.4.2.2 Sequence Flasher Lights 5.18.4.2.3 Runway Threshold Lights 5.18.4.2.4 Runway Centreline Lights 5.18.4.2.5 Touch Down Zone Lights 5.18.4.2.6 Stop Bar Lights 5.18.4.2.7 Runway Edge Lights 5.18.4.2.8 Runway End Lights 5.18.4.2.2 The failure of the visual aids for landing or failure of the secondary supply shall be reported immediately to the Pilot. 5.18.4.3 SIGNS AND MARKING Proper mandatory and information signs and markings are provided on runway/taxiways, as per specification of Annex-14 5.18.4.4 METEOROLOGICAL EQUIPMENT 5.18.4.4.1 Surface wind speed and direction indicator 5.18.4.4.2 Runway Visual Range equipment.
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5.18.4.5 5.18.4.6
5.18.4.7
5.18.4.8
5.18.4.9
The above equipment shall continuously provide current meteorological data on an indicator provided in the aerodrome control tower. SECONDARY POWER SUPPLY FOR THE RUNWAY LIGHTING SYSTEM No break power system is available as per specification of Annex-14. LOW VISIBILITY OPERATIONS The low visibility procedure for ILS CAT-II shall be enforced whenever RVR monitor for Runway 36R end or mid, shows RVR 800M or less and/or if the ceiling or vertical visibility is reported to be less than 300 feet and/or if the landing weather forecast expected further deterioration or RVR/lowering of ceiling. ACTION BY DUTY AERODROME CONTROLLER 5.18.4.7.1 Duty aerodrome controller shall check whether the ILS, airfield Lighting system and MET installation are properly serviceable. 5.18.4.7.2 Operation jeep along with Duty Manager airside will be deployed on the airside to check any trespassing in ILS sensitive and critical areas. 5.18.4.7.3 Follow-me van will be deployed on apron and service roads to check unauthorized movement of the vehicle / pedestrians. 5.18.4.7.4 When RVR reading reduced to 800 meter or below and/or the ceiling is less than 200 feet, in consultation with Team Leader, ATC shall commence ILS-CAT-II operation using the phraseology LOW VISIBILITY PROCEDURE IN OPERATION and notify the following: 5.19.4.7.5 INTERNAL All aircraft in contact with Tower. COO MAS DMAS PFIU Approach Controller Area Controller Fire Section ECR Complaint E & M 5.18.4.7.6 EXTERNAL y ASF y MET y Schedule Airline Operators y Handling Agents 5.18.4.7.5 Deploy Follow Me van on the apron to control the vehicles. 5.18.4.7.6 Shall not allow any vehicle to cross Runway, Taxiway. 5.18.4.7.7 Operate Stop bar lights for aircraft guidance as appropriate. 5.18.4.7.8 Operate the airfield lighting system according to the SOP. 5.18.4.7.9 Keep PFIU update about weather changes. 5.18.4.7.10 ATIS Broadcast be kept updated. ACTION BY APPROACH CONTROLLER Plan traffic and exercise control to ensure that during the ILS CAT-II operation: 5.18.4.8.1 A departing aircraft has crossed the localizer antenna before the arriving aircraft has descended below 60 meters (200 feet) i.e. approximately one mile from threshold RWY 36R. 5.18.4.8.2 Preceding arriving aircraft after landing has cleared the localizer critical and sensitive area prior to the succeeding arrival has reached 2 miles from threshold RWY 36R. ACTION BY PRE-FLIGHT INFORMATION UNIT (PFIU) Initiate NOTAM action in case of malfunctioning of any equipment related to ILS CAT-II operation in consultation with COO.
5.18.4.4.3
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5.18.4.10 ACTION BY DUTY MANAGER AIRSIDE 5.18.4.10.1 He will ensure that all works, which are being carried out on movement area, are stopped and all machinery/equipment has evacuated the area. 5.18.4.10.2 Will position himself short of ILS sensitive/critical areas to safe guard any infringement of prohibited/restricted area. 5.18.4.11 ACTION BY DUTY ENGINEER/EQUIPMENT CONTROL ROOM (ECR) Ensure smooth functioning of ILS and RVR equipment. Any un-serviceability shall be reported to Aerodrome Controller immediately. 5.18.4.12 ACTION BY TEAM LEADER FIRE STATION 5.18.4.12.1 Shall ensure that Fire Fighting staff is kept in a state of readiness to meet any emergency. 5.18.4.12.2 In case visibility is expected to reduce to the extent that response time cannot be met, the RFF vehicles may be positioned at Z Bay well in time to meet any emergent requirement. 5.18.4.13 ACTION BY IN CHARGE E&M SECTION Shall ensure serviceability of equipment mentioned in 2.1.3.4.2 and to report any un-serviceability immediately to aerodrome controller. 5.18.4.14 ACTION BY DUTY FORECASTING OFFICER MET 5.18.4.14.1 Inform aerodrome controller regarding changes or expected changes in weather along with weather trend. 5.18.4.14.2 Ensure smooth functioning of meteorological installations serving control tower. 5.18.4.15 ACTION BY COMPANY COMMANDER ASF 5.18.4.15.1 To ensure that airside access of persons and vehicles are restricted. 5.18.4.15.2 Stop all entries to airside via South/North gate of Runway. 5.18.4.15.3 To ensure that ASF staff shall not cross any taxiway/runway and ILS sensitive/critical area. 5.18.4.15.4 ASF staff will notify any person/vehicle close to parameter fence to control tower. 5.18.4.16 ACTION BY AIRLINES OPERATIONS/ HANDLING AGENCIES/REFUELING AGENCIES 5.18.4.16.1 All drivers and other personnel authorized to operate on the movement area to drive with utmost care. 5.18.4.16.2 All non-essential personnel vehicles/equipment are to withdraw from movement area. 5.18.4.16.3 Personnel deployed for driving duties on airside will operate their vehicle / equipment at a speed at which timely action is possible to avoid an incident and should switch on all the vehicle lights required at night or during day in low visibility. NOTE: All vehicles to operate on movement area must be equipped with fog lights during foggy season. 5.18.4.17 PROCEDURE FOR DETERMINATION OF RVR BASED ON HUMAN OBSERVATION 5.18.4.17.1 The Human RVR observation shall be taken at intervals of one hour when visibility is less than 1500 meters. These observations along with timings shall be recorded in the tower controller logbook. 5.18.4.17.2 Human RVR shall in particular be obtained before each arrival / departure when visibility is 800 meters or less. 5.18.4.17.3 The Senior ATC assistant along with MET observer/official shall be deployed for obtaining the human RVR values. 5.18.4.17.4 The observations shall be taken from threshold runway 36 by counting the number of visible runway edge lights and then multiply it by 60. This will give human RVR values in meters.
5.19
EMERGENCY LANDING
5.19.1 The Aircraft arriving with emergency or radio communication failure, runway, approach lights shall be switched on 15 min. before ETA until aircraft has landed and emergency is over.
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5.19.2 Desk provided for airfield lighting control display shall be monitored by aerodrome controller to ascertain the satisfactory performance of lights and their functioning according to intensity selection. To supplement this system visual inspection will also be carried out from time to time, as this will be conducive in maintaining awareness of operational status of lighting system. 5.19.3 Proper reflection of un-serviceability is directly concerned with operations, therefore, monitoring to certain reliability is essential. On receipt of information indicating a fault in lights or in control panel aerodrome controller shall take immediate action as is warranted to safe guard any affected aircraft or vehicle and also approach the Maintenance Branch for rectification of fault with appraisal to chief operation officer AIIAP and for IOU report. 5.19.4 Henceforth it is decided that for proper assessment of airfield lighting sytem a representative of Airside will accompany the E&M staff who will inspect the runway lights. A light shall be declared un-serviceable if its intensity falls below 50% of the average intensity. 5.19.5 To maintain optimum level of serviceability of visual aids as per ICAO standard requirement for smooth flight operation and to avoid controversy, it is decided that henceforth, daily, duty E/M official responsible for AGL inspection at or after sunset will coordinate with duty manager airside prior to proceeding for inspection. Both the official will have joint survey; will note the unserviceable lights, with reference to their location and lights sequence number. It will be endorsed in the enclosed Performa, which will be signed by both of the officials, and placed in the MAS and CM E/M Dak-folder for their information and perusal. 5.19.6 Discrepancy, if any will be notified immediately to the concerned officer for the remedial action. CM E/M Electrical and MAS are responsible to ensure implementation. 5.19.7 ATC Officers are advised to switch-off the system when no more required for aircraft operation. Components of airfield lighting system are very costly and imported from abroad, therefore, its unnecessary use, be avoided as this would save them from being damaged.
5.20
PROVISION OF ATIS THROUGH AWOS

In order to have a clear conception of ATIS broadcast messages, the various items of its contents are explained as follows: 5.20.1 STANDARD OPERATING PROCEDURE The following document explains the standard operating procedure for Allama Iqbal International Airport ATIS: 5.20.1.1 SWITCHING ON ATIS: 5.20.1.1.1 Please make sure that all power/audio connections have been properly made. Cross check the same for safety. 5.20.1.1.2 Switch on the power on switch off both servers ATISA & ATISB. 5.20.1.1.3 You must be working on ATIS A. Please logon to the correct booting option when asked for dual boot option WIN NT 4. 5.20.1.1.4 Carefully enter your login and password and avoid making several wrong attempts. 5.20.1.1.5 Make sure that no other application especially voice application has been enabled and is running on any of the machine. 5.20.1.1.6 Please switch over to ATIS B and repeat procedure 3 to 5 and again switch over to ATIS A. 5.20.1.1.7 Carefully click on the ATIS HMI icon and wait for the audio response. 5.20.1.1.8 Note that ATIS information not available message is being played on the server. 5.20.1.1.9 Note that ATIS A must be the main ATIS server. 5.20.1.1.10 Switch over to ATIS B server and repeat procedure 7&8. 5.20.1.1.11 Switch over to ATIS A server and go to pending from option in ATIS window and enter in new parameters for ATIS broadcast. 5.20.1.1.12 Repeat procedure for ATISB and make sure that it is acting as standby server. 5.20.1.2 UPDATING PROCEDURES 5.20.1.2.1 NAME OF AERODROME:
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5.20.1.2.2
5.20.1.2.3
5.20.1.2.4
5.20.1.2.5
The name of the aerodrome shall be the initial name published in AIP i.e. AIIAP Lahore. DESIGNATOR: Following the name of aerodrome each ATIS message should commence with the term INFORMATION followed by a specific letter of ICAO radio telephony spelling alphabetic used sequentially e.g. for combined arrival/departure ATIS INFORMATION ALPHA. When all the alphabets are exhausted i.e. up to ZULU etc. and thereafter it again starts from ALPHA with 24 hours period of the day. TIME OF OBSERVATION: The time of observation given should be the time in Universal Coordinated Time (UTC) as included in the Aviation Routine Weather Report (METAR). Type of Approach to be expected: Where a number of approach procedures are available to a runway the one in use is to be advised e.g. VOR, DME Approach or ILS Approach. Runway in use and status of arresting system constituting a potential hazard, if any 5.20.1.2.5.1 When different runways are used for landing and take off, the landing runway should be specified first followed by significant runway surface conditions, and where appropriate the braking action. This information should be followed by stating the runway to be used for take off and significant runway surface conditions, and if appropriate, the braking action. 5.20.1.2.5.2 The runway should always be referred by using the designator. 5.20.1.2.5.3 The runway in use at the time of observation should be given, e.g. RUNWAY 36 or RUNWAY 18. 5.20.1.2.5.4 The secondary Runway edge lights when kept ON during night or during day for taxiing aircraft, may create confusion to the aircraft making approach on main Runway i.e. 36R/18L. To eliminate the possibility of wrong approach to secondary Runway by landing aircraft when secondary Runway lights are ON. The following actions shall be ensured: Secondary runway lights shall be kept at minimum operating intensity whenever used for taxiing of aircraft. y Information regarding taxiing aircraft on secondary runway shall be passed to aircraft landing on main runway. SIGNIFICANT RUNWAY SURFACE CONDITIONS 5.20.1.2.6.1 The significant runway surface conditions affecting braking action should be briefly described, as appropriate, using terms such as: - Water Patches, Flooded, Damp, Wet, Drifting Sand, Rubber Deposits etc. 5.20.1.2.6.2 Where appropriate and feasible the depth of the runway contaminant (water) should be given, measured in millimeters. 5.20.1.2.6.3 The braking action shall consist of abbreviation BA followed by one of the following: Good, Medium to Good, Medium, Medium to Poor, Poor. y
5.20.1.2.6
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HOLDING DELAY: 5.20.1.2.7.1 Holding delay for the purpose of ATIS broadcast messages will be the total holding time at or immediately prior to the initial approach to the destination aerodrome, i.e. holding in specified areas over the outer fix (es) and/or over the main navigation aid(s) serving the aerodrome of intended landing, as estimated by ATC. 5.20.1.2.7.2 The information about delays should be based on the actual delays being experienced at the time of the observation and may include an element of forecasting. 5.21.1.2.7.3 The following method should be adopted when the arrival delay is: 5.20.1.2.7.4 Less than 20 minutes, normally no report should be made except when more precise information is possible; y 20 minutes or more, delay should be reported in 10-minutes intervals e.g. DELAY 20 MINUTES; DELAY 30 MINUTES. y When available, a trend should be added to the delay report, indicating whether the delay is increasing or decreasing, e.g. DELAY 40 MINUTES, DECREASING RAPIDLY. y Information on precise holding delay should be given by ATC through directed transmission in the form of expected approach time. 5.20.1.2.8 TRANSITION LEVEL: The transition level i.e. FL 50. 5.20.1.2.9 OTHER ESSENTIAL OPERATIONAL INFORMATION: Pertinent operational information should be included as under: 2.28.4.1 Surface wind direction and speed. 2.28.4.2 Visibility and when applicable RVR. 2.28.4.3 Present weather. As provided By MET 2.28.4.4 Clouds amount. Office in METAR 2.28.4.5 Air temperature. 2.28.4.6 Dew point temperature. 2.28.4.7 Altimeter Setting 5.20.1.2.10 ANY AVAILABLE INFORMATION ON SIGNIFICANT METEOROLOGICAL PHENOMENON IN THE APPROACH, TAKEOFF AND CLIMB OUT AREA 5.20.1.2.11.1 Available information on MET conditions in the approach, missed approach or climb out area relating to the location of cumulonimbus or thunderstorm, moderate to severe turbulence, hail, severe line squall, severe icing, rain, sand storm, dust storm as well as any information on mist/fog should be included. 5.20.1.2.10.2 In addition any information on wind shear along the flight path and marked temperature inversion should be given, when available. 5.20.1.2.11 TREND TYPE LANDING FORECAST: 5.20.1.2.11.1 Information on trend type landing forecast may be included as provided by the MET. The importance of updating and correcting the information as soon as METAR is received for weather deterioration / improvement cannot be over
5.20.1.2.7
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emphasized, as it is important for safe and efficient conduct of Air Traffic. 5.20.1.2.11.2 All ATCOs and staff are to ensure that ATIS broadcast is timely recorded and transmitted with proper updating upon the receipt of METAR/or weather deterioration/improvement or any other pertinent information.
5.21
REPORTING OF BRAKING ACTION

The information on runway condition is of vital importance for flight safety during take off and landing especially in wet conditions. In case of rain at the airfield the friction co-efficient of the runway be obtained with MU Meter and the reading should be transmitted in ATIS broadcast. In accordance with latest instructions from HQCAA, MU Meter Readings shall be recorded in accordance with following procedures: 5.21.1 DRY CONDITIONS Reading to be taken once daily. 5.21.2 WET CONDITIONS 5.21.2.1 Readings to be taken after every two hours. 5.21.2.2 The runway friction reading should also be taken to ascertain braking conditions caused due to rubber deposits on the runway and before giving surface treatment to runway. The relationship between co-efficient of friction and braking efficiency are as; Measurement of Runway surface fractions value. MU METER TRAILER MK-6
MEASURED COEFFICIENT ESTIMATED BRAKING ACTION OPS MEASURING
(a) (b) (c)
0.52 or more 0.51 - 0.43 0.42 or less
Good Medium Poor
A/C can expect to land without undue directional control problem. Directional control might be impaired Directional control will be poor.
5.21.2.3
5.21.2.4 5.21.2.5
5.21.2.6
5.21.2.7 5.21.2.8
The above readings shall be specially recorded for critical portions of the Runway such as touch down areas, braking areas and Turning points. Duty ATCO must be informed of these observations for advise to arriving aircraft. Proper logbook is to be maintained for recording these observations in the order specified above. Weekly return be submitted to HQCAA. MTO is to ensure serviceability of Mu Meter vehicle. Discrete use will be required in order to maintain the vehicle in serviceable condition all the time. For use other than the specified, special permission from Airport Manager/COO will be required. Asstt. Manager E/M is to ensure that calibration/inspection of the Mu Meter is carried out regularly and for this purpose a Card indicating the date of inspection/calibration be affixed at appropriate position on MU Meter as a ready reference. In case of un-serviceability of MU Meter, the assessment of braking action must be obtained from pilots of landing aircraft and the same be passed to succeeding landing aircraft. The information should include the visible runway condition i.e. damp, wet, water patches or flooded) along with braking action in the following form: 5.21.2.8.1 Braking action reported by (aircraft type) at (time) Good (or medium to good or medium). 5.21.2.8.2 Braking Action Reported By Landing / Departing (Aircraft Type) At (Time) Good (or Medium to Good, Medium, Medium to Poor or Poor). 5-15 MNL-002-LAAT-2.0
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Note:
During rainy conditions, MU Meter reading shall be taken to determine runway conditions. Number of readings taken in a day shall depend upon intensity of rain. In case of continuous rain, the readings must be taken at least 30 minutes interval or immediately before the arrival of aircraft depending upon the traffic conditions and position of arriving aircraft .The runway surface condition along with the state of breaking conditions shall be passed to aircraft before landing and takeoff.
5.22
HANDLING OF AERODROME TRAFFIC

5.22.1 CIRCUIT OPERATION FOR IFR FLIGHTS There is no visibility minimum requirement for IFR operation except that the flights should be conducted not below the lowest obstacle clearance height (OCH) above the aerodrome elevation for visual circling approach as applicable to the aircraft category of the concerned flights. However, the condition that weather at the aerodrome of destination (in this case the aerodrome of departure itself) or at least one alternate aerodrome is expected to be at or above the aerodrome operating minima, is met. It shall, therefore, be the responsibility of the pilot in command to adjust his circuit to maintain visual reference to runway or if that is not possible, he may carry out instrument approach to land procedure or proceed to the alternate aerodrome. ATC is required to furnish the prevailing visibility or RVR. 5.22.2 SPECIAL VFR FLIGHTS Special VFR flights may be authorized for following operations in control zones: 5.22.2.1 When ground visibility is less than 5 kilometers but not less than 1500 meters / 1.5 Km or ceiling is less than 1500 feet at the aerodrome: y Take off; or y Land; or y Enter aerodrome traffic zone or traffic pattern; or y Carryout repeated circuit and landing locally; 5.22.2.1.1 PROVIDED THAT: 5.22.2.1.1.1 Two way radio communication is maintained with appropriate ATC unit when operating in control zone established around an international aerodrome; or 5.22.2.1.1.2 When operating in control zone established around a domestic aerodrome: 5.22.2.1.1.3 The aircraft is equipped with functioning radio receiver and the pilot agrees to guard the appropriate communication frequency; or 5.22.2.1.1.3 If the aircraft is not equipped with functioning radio receiver, adequate arrangement has been made for the termination of the flight. 5.22.2.2 When IMC prevails in the control zone but the ground visibility is not less than 1500 meters at the aerodrome: 5.22.2.2.1 Enter control zone and proceed direct to land; or 5.22.2.2.2 Take off and directly depart from the control zone; 5.22.2.2.3 PROVIDED THAT: 5.22.2.2.3.1 When operating in control zone established around an international aerodrome, two way radio communication is maintained with the appropriate ATC unit; or 5.22.2.2.3.2 When operating in control zone established around a domestic aerodrome, whether or not the aircraft is equipped with a functioning radio receiver. 5.22.3 START-UP/PUSH BACK/TAXI PROCEDURE FOR TURBOJET AND TURBOPROP AIRCRAFT 5.22.1 Apron at new terminal complex (NTCL) is divided into two segments, eleven (11) parking stands are provided along the terminal building i.e. Area6, seven of them are equipped with Aerobridge and AGNIS facilities. Nine parking stands are provided on the other side of the apron i.e. Area07 with
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nose-in aircraft parking facing toward runway. A taxi lane width 42.5 meter is provided in between the Area6 and Area7. 5.22.2 Proper nose in guidance is provided at all stands considering the area, radius of turn of each aircraft; like-wise the marking in the white circles are provided for departing aircraft guidance during pushback/pull forward to maintain appropriate separation from other aircraft parked on adjacent stands. 5.22.3 To avoid any misunderstanding or delay and to ensure safe and expeditious flow of air traffic on ground, following procedure will be applicable to all aircraft taxiing in for parking or requesting pushback/pull forward or taxiing out for departure to protect other aircraft, equipment, personnel, buildings and other installations. 5.22.4 PROCEDURE FOR TAXIING OF ARRIVING AIRCRAFT 5.22.4.1 After landing on Runway 36R/18L or 36L/18R the aircraft will vacate the runway via any of the taxiway Q, S, T, U, (South) and then follow the taxiway (North), P, R or as advised by GMC to proceed to apron and to park at allotted stand. 5.22.4.2 Aircraft requiring parking on Jet Apron o Old Apron will vacate via A, B, C, D or E and will follow taxiway H, F J, L or M as advised by GMC to proceed to allotted stand. 5.22.5 ROCEDURE FOR DEPARTING AIRCRAFT 5.22.5.1 The aircraft departing from AIIAP from Area6 & 7 will follow the following procedure: 5.22.5.2 Departing aircraft shall contact Lahore Ground on frequency 118.4 MHz for pushback/start-up five minutes before ready to start-up. Ground Movement Controller will approve start up in coordination with Area Controller (Pro) and will pass ATC Clearance to aircraft. 5.22.5.3 Start-up approval will remain valid for five minutes. In case of delay fresh approval shall be obtained. 5.22.5.4 When ready for push back contact Lahore Ground indicating the runway. 5.22.5.5 Start up permission on parking stand will not be granted unless commencement of pushback is accomplished, however start-up for single engine strictly on idle power can be granted to those aircraft requiring the minimum one engine ignition on parking stand. 5.22.5.6 Simultaneous Pushback and pull forward from adjacent and opposite stands is not permitted. However, duty Ground Movement Controller can permit startup/pushback from alternative stand depending upon the situation. 5.22.5.7 Aircraft to pushback and pull forward to align on central taxi lane within the area specified for assigned taxiway P or R and then start engines. Aircraft may start one engine on idle power at the bay and rest on central taxi lane if approved by GMC. 5.22.5.8 Marking in term of discrete white circles are provided for guidance of aircraft (ground handling technical staff) pushing back from the stand for startup and taxi. After pushback aircraft will be aligned with the centre line of taxi lane until nose wheel comes on the respective parking stand designator marked on the apron and then aircraft will be allowed to start engine (direction of push will be subject to runway in use). 5.22.5.9 Aircraft are required to maintain the minimum power while taxiing through central taxi lane. 5.22.5.10 The concerned handling agent/ground staff providing technical ground services shall be responsible for the safety of personnel, property or other aircraft / vehicle, equipment during the towing/pushback and pull forward operation. 5.22.5.11 Aircraft will maintain listening watch during the pushback/pull forward operation. 5.22.5.12 All aircraft will follow the start-up / pushback procedure unless advised by duty Ground Movement Controller, otherwise. 5.22.5.13 The existing Pushback pull forward procedure for Area1, 2, 3, 4 and Area5 i.e. (old and jet apron) will remain the same. 5.22.6 CORRECT INFORMATION TO PFIU & SSR CODES IN ESTIMATE MESSAGES 5.22.6.1 Tower FDA will pass all arrivals / departures / local movements (Touch & Go Timings) to PFIU. Both Units will maintain CA-17 (Aircraft Movement 01/06/2011 5-17 MNL-002-LAAT-2.0
Register) simultaneously and accurately. ATS Messages i.e. Departure / Arrival, Delay (DLA), Cancel (CNL), Change (CHG) will be originated by PFIU promptly. 5.22.6.2 SSR Code shall be included in the ATS messages as prescribed in ATM. 5.22.6.3 All area Radar/Procedures Controllers are advised to invariably include SSR Code allotted or proposed to be allotted to a flight, in estimate messages. 5.22.7 COORDINATION FOR PARKING WITH BRIDGE OPERATORS / ACC 5.22.7.1 In order to avoid any confusion or any untoward incident, following procedures are chalked-out for the guidance and compliance by all concerned. 5.22.7.2 A parking plan for the next day (0001 to 2400 LT) shall be prepared by Duty Ground Controller latest by 11 P.M. of everyday, in coordination with operator/ground handling agent. This plan be conveyed to the operator/ground handling agent and to PBB / APSS operators, as appropriate. 5.22.7.3 After taking over watch, ground controller will review the parking plan according to arrival schedule. For any change in parking stand due technical, operational or administrative reasons, all concerned shall be coordinated. On receipt of arrival information regarding any flight, he will take following actions for the smooth parking and timely activation of associated facilities: 5.22.7.3.1 Inform bridge operator and APSS unit regarding parking stand (if applicable) with ETA of aircraft at least 15 minutes before the ETA. 5.22.7.3.2 Inform marshaller 30 minutes before ETA of aircraft, who will visit the concerned stand and report serviceability of stand and verify operation of AGNIS. 5.22.7.4 During parking on stands equipped with PBB, marshaller will remain stand-by in the Follow-Me van and will inform tower controller, in case aircraft is deviating or likely to deviate from AGNIS-PAPA. He will provide guidance to the aircraft only when instructed by controller. However, in case of unserviceability of AGNIS-PAPA marshaller will inform tower and will provide marshalling services to the aircraft. 5.22.7.5 As consequence of non-availability of parking space, the flights are delayed, which causes lot of inconvenience to the passengers. In the interest of smooth flight operations and for passengers convenience, the progress regarding the availability/Non-availability of parking space is to be intimated to control tower/other stations and operators giving the time limit, well in advance. DATCOs are not to change the parking bay once allotted for an aircraft, as this creates problems for airline operators and bridge operators. 5.22.7.6 However, in case it is unavoidable, prior information to be given to the airline/handling agent as well as to avio bridge operators and the change to be logged properly in the logbook. 5.22.8 BAY MOVEMENT REGISTER 5.22.8.1 All ground movement controllers shall record the bay movements in the BAY MOVEMENT REGISTER as per columns. 5.22.8.2 The said register shall be dispatched to PFIU along with AVIO Bridge register for further necessary action on daily basis.
5.23
VEHICULAR MOVEMENT AT NTCL APRON

5.23.1 GENERAL: 5.23.1.1 Since vehicular movement is an integral part of ground control movements therefore establishment of vehicular traffic procedures are the requirement for safe and orderly flow of vehicular traffic. Though with the incorporation of modern passenger boarding bridges of wide bodied parking stands and provision of automated fuel hydrant system along with Aero bridges, movement of vehicles would be (reduced) very less. Yet movement of vehicles for those flights parked at non-bridge stands would be of the same quantum as we are facing now. 5.23.1.2 As apron is divided into two parts, 11 parking stands are provided along terminal building side and 9 parking stands are on the other side of the apron with a taxi lane dividing both parking areas. It would be critical and tedious to effect proper control on all the ground movements inclusive of aircraft movements and vehicular movements, particularly while vehicles would
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require to cross central taxiway lane and at the same time aircraft taxiing in/out. 5.23.1.3 Vehicles operators are required to be extra vigilant and render extra ordinary responsibilities towards the safety of aircraft operation on ground. Keeping in view the above stated facts to make operational activities smoother on airside. 5.23.1.4 Proper vehicular tracks have been provided on both sides of the apron. On the terminal building side vehicular track passes under the Avio-bridge, the width of the track is such that two vehicles could pass or move side by side. 5.23.2 PROCEDURES: 5.23.2.1 The vehicular traffic around the parking area will be bi-directional and all vehicles will follow the under mentioned rules: Over taking is not allowed. 5.23.2.1.1 The vehicle movement to the aircraft will be made from the closest point. 5.23.2.1.2 The equipment/vehicles awaiting arrival of aircraft may be parked at the side of the parking stand keeping clear of vehicular track, equipment restraint marking and area mentioned for operation of Aero-bridge. Such vehicles will only approach the aircraft when permitted by duty ground engineer of the handling agency. 5.23.2.1.3 The equipment/vehicle shall be parked in the equipment parking. 5.23.2.1.4 Vehicle and tug master engaged in pushback operation of aircraft shall tow the aircraft to central taxi lane and turn to vehicle track via shortest possible route. 5.23.2.1.5 Vehicles having height more than 12 feet are not allowed to pass under avio-bridge. Such vehicles will proceed from outside, for which special permission from ground movement control (GMC) shall be obtained. An escort vehicle (R / T fitted) will be provided to conduct such movements. 5.23.2.1.6 Maximum speed limit will be 25 KM/hour. Nevertheless heavy vehicles to maintain less then 15 KM/hour. 5.23.2.1.7 Reversing of vehicle or U turn on vehicular track is prohibited except at the position marked for this purpose. 5.23.2.1.8 While crossing the central taxiway lane, all vehicles are required to stop before entering at the position marked on the vehicular track. Drivers/vehicle operator will see on both sides and will ensure before crossing that no aircraft movement is there on or joining taxi lane. 5.23.2.1.9 No vehicle/equipment will be parked on vehicular track or any of the parking stands except vehicles/equipment engaged in ground handling of a particular flight. All other procedures for driving of vehicular traffic circulated vide LAP/4024/10/ATS Dated 17-02-2003 will also continue to be enforced in addition to these procedures. 5.23.3 PROVISION OF GROUND MOVEMENT CONTROL SERVICE TO THE TRAFFIC OPERATING TO AND FROM OLD APRON 5.23.3.1 CAA will continue to provide ground movement control services in the said area till establishment of ground control unit by PAF. 5.23.3.1.1 When ever lighting system for taxiway F, H, J, L, M and runway 36L/18R is required for aircraft operation, Tower controller will inform vault room No. 1, and Electrician from vault room 1 will operate the lights as per requirement. 5.23.3.1.2 Serviceability of above stated lighting system will be checked daily by Duty Manager Airside and Duty Manager Airside will pass status of lighting system for record and further necessary action, if required. 5.23.3.1.3 Traffic to and from old apron will continue to be handled as per existing procedures. Follow me Van will be provided to VVIP/VIP NOTE: -
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aircraft as applicable. The same will be provided to other traffic as well, if required by the Pilot. 5.23.3.1.4 Marshalling to the PAF aircraft will be provided by PAF, however CAA marshaller will remain standby. Stand No. 26-28 will be used for VVIP/VIP parking and will be kept vacant for this purpose. However these stands may be used for embarkation/disembarkation and there after aircraft will be removed to other stands in coordination with the operator and PAF air movement. 5.23.3.1.5 During VVIP movements PAF will ensure that stand no 25-29 are vacant. On receipt of FPL/information of VVIP, duty tower controller will effect coordination with PAF air movement for parking plan. 5.23.3.1.6 Close co-ordination will be maintained between control tower and PAF air movement for smooth aircraft operation. 5.23.4 SOP FOR PROVISION OF RFF SERVICES AT NTCL 5.23.4.1 In order to deal with any emergency at NTCL building the RFF facilities at satellite Fire Station shall be provided. 5.23.4.2 Upon receipt of emergency call (originated from NTC or Control Tower) the Fire Shift Incharge shall immediately dispatch one crash tender, one water bowzer and one ambulance (being used for MI Room) to deal with any emergency. On proceeding to site of fire/incident/accident the fire crew Incharge shall immediately coordinate with Control Tower. If situation demands, the fire crew Incharge may request the Control Tower for additional assistance i.e. dispatch of another fire vehicle etc. from the main fire station. Nevertheless this does not include the handling of aircraft emergency for which relevant part of airport emergency/disaster plan will be followed in true letter and spirit. 5.23.4.3 RFF vehicle shall remain standby at satellite fire station when re-fuelling of aircraft is in progress and passengers are on board.
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Chapter 6 TRAINING
6.1 INTRODUCTION:
6.1.1 The Job Training Standard (JTS) required for the air traffic controllers rating, covers a wide spectrum of knowledge in various fields and it is essential that the trainee understands all the material to the level specified in MATS Pakistan. However, the relative importance of the knowledge compared with the ability to apply that knowledge must be kept in mind. The trainees ability to put his knowledge into successful practical application is an even more important aspect of the considerations necessary to the granting of rating for any ATS Unit. The trainee is required to demonstrate his/her ability to meet the standard in a solo capacity by applying the rules, regulations, procedures and practices in a live operational environment for obtaining a solo rating. Emphasis must be given on this aspect during OJT. Before recommending the trainee for a solo check, the Facility Training Officer (FTO) should be completely satisfied that the trainee has reached the validation standard for the rating and this should be confirmed by a writ. On the job training on ATS facilities is conducted as a routine job. O.J.T.I.s has to play an important role in conducting OJT. They have to impart knowledge, professional guidance and monitor carefully the progress of Air Traffic Controllers deployed for OJT with them. Facility Training Officer shall be responsible to COO/RFC for the training, evaluation and development programme of Air Traffic Services personnel. In discharging this responsibility, he shall perform the following duties: 6.2.1.1 Plan, Implement and supervise on the job training. 6.2.1.2 Prepare guidance material for on the job training. 6.2.1.3 Supervise and provide guidance to O.J.T. Instructors. 6.2.1.4 Organize and conduct refresher lectures/class room training for ATS Officials. 6.2.1.5 Evaluate local ATS procedures/practices and recommend improvements, if required. 6.2.1.6 Evaluate the working of ATS officials to ensure that they adhere to standard procedures and practices. 6.2.1.7 Prepare and update the duty roster of Air Traffic Controllers and staff for the smooth provision of Air Traffic Service in coordination with COO/RFC. 6.2.1.8 Any other duties assigned The Job Training Standard (JTS) is a carefully devised syllabus for the rating disciplines of OJT, indicating the depth of knowledge and degree of skill required for each specific discipline for the JTS. The JTS is divided into five parts as follows: 6.3.2.1 Requirements for Aerodrome Control Rating. 6.3.2.2 Requirements for Approach (Procedure) Control Rating. 6.3.2.3 Requirements for Planner / Area Control Rating 6.3.2.4 Requirements for Approach Radar Rating. 6.3.2.5 Requirements for Area Radar Rating. In order to achieve a high proficiency level, a training programme has been planed for training of newly inducted/posted trainee ATC Officers. The training programme has been divided in to three phases; 6.3.3.1 Phase one: the trainee will get training at each FDA position. 6.3.3.2 Phase two: the trainee will get prepare to undergo OJT on live traffic. 6.3.3.3 Phase three: the trainee will carry out OJT on live traffic. PHASE ONE: 5 watches 30 Hours. 6.4.1.1 Trainee will be required to work at Flight Data Assistants position to learn about; 6-1 MNL-002-LAAT-2.0
6.1.2
6.2
RESPONSIBILITIES / DUTIES OF FACILITY TRAINING OFFICER:

6.2.1
6.3
JOB TRAINING STANDARD (JTS):

6.3.1
6.3.2
6.3.3
6.4
REQUIREMENTS FOR AERODROME CONTROL RATING:

6.4.1
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6.4.3
The procedures to be complied by FDA. The record keeping by FDA for revenue purposes. The information required by Aerodrome/Ground Movement Controllers from FDA. 6.4.1.1.4 The coordination to be affected by FDA with different units/agencies. Hands on practice at FDA position will enable the controller to have effective control and supervision of the work related to Air Traffic Control activities. PHASE TWO: (10Watches/60Hours) 6.4.2.1 General: 6.4.2.1.1 Introduction 6.4.2.1.2 Organization of AIIAP 6.4.2.1.3 Function of AIS 6.4.2.1.4 Functions of ATS Units 6.4.2.1.5 Functions of RFF Services 6.4.2.1.6 Operating functions of VCCS and SDD as per the job requirement 6.4.2.1.7 Standard Strip marking 6.4.2.1.8 Handling of VVIP flight 6.4.2.1.9 Notification of ATC incidents, accidents etc 6.4.2.1.10 Handling of bomb threat and Hijacking. 6.4.2.2 Trainee should also know:6.4.2.2.1 Duties and responsibilities of Aerodrome controller 6.4.2.2.2 Aerodrome Layout and facilities. 6.4.2.2.3 Local taxing procedure. 6.4.2.2.4 Aerodrome/Local traffic on manoeuvring area. 6.4.2.2.5 Parking plan and procedure 6.4.2.2.6 Arrival and departure procedure 6.4.2.2.7 Coordination procedures with other units 6.4.2.2.8 Local procedures for operation of aircraft at OPLH/OPMR 6.4.2.2.9 General Aviation aircraft operations at AIIAP 6.4.2.2.10 Visual Aids 6.4.2.2.11 SIDs/STARs 6.4.2.2.12 Radio/ NAV Aids 6.4.2.2.13 Instrument Approach procedures and minima 6.4.2.2.14 Minimum Approach altitude 6.4.2.2.15 Operation in IMC including special VFR operation 6.4.2.2.16 Emergency Response Plan (ERP) (120 Hours) PHASE-THREE: 6.4.3.1 After successfully completing an approved training course, the trainees must acquire a level of knowledge and practical ability to meet the required standards, for an aerodrome control rating as per MATS Pakistan. 6.4.3.2 OPERATIONAL DUTIES: 6.4.3.2.1 Trainee will practically demonstrate his ability to (Within initial 24 Hours): 6.4.3.2.1.1 handle control tower equipment including pyrotechnic and signal lamps; 6.4.3.2.1.2 identify signals, frequencies and other pertinent data regarding air navigation facilities within 25NM of aerodrome concerned; 6.4.3.2.1.3 receive and handle flight plans and other data (including NOTAMs, Met reports received from Met. Office, routine and special aircraft Met. Observation) from and to the flight operation offices and other ATS units. Manipulation of FPLs related to departures from AIIAP / OPLH and appropriate presebtation of TWR SDD 6.4.3.2.1.4 handle safely, orderly and expeditiously; arriving and departing aircraft including aircraft in the circuit, 6-2 MNL-002-LAAT-2.0
6.4.1.1.1 6.4.1.1.2 6.4.1.1.3
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6.4.3.2.3
6.4.3.2.1.5 aircraft and vehicles on the manoeuvring area, Trainee will practically demonstrate his ability to (Within next 36Hours): 6.4.3.2.2.1 apply local operational instructions, including letters of agreements; 6.4.3.2.2.2 disseminate information; 6.4.3.2.2.3 provide meteorological information and understand weather effect on aerodrome operations; 6.4.3.2.2.4 handle all communication facilities; and 6.4.3.2.2.5 carryout aerodrome surface and lighting inspections. Trainee will practically demonstrate his ability to (Within last 42Hours) 6.4.3.2.3.1 issue essential aerodrome information; 6.4.3.2.3.2 maintain an accurate and neat flight progress strip display representing the current traffic situation and use of runway blocking strips, 6.4.3.2.3.3 provide essential traffic information
6.5
REQUIREMENTS FOR PLANNER / AREA CONTROL RATING;

6.5.1 PHASE ONE: (12 Watches/72 Hours). 6.5.1.1 The trainee controller shall practically learn the working of; 6.5.1.1.1 FDA November 6.5.1.1.2 FDA Approach 6.5.1.1.3 FDA Revenue 6.5.1.1.4 Area Coordinator East 6.5.1.1.5 Area Coordinator West 6.5.1.1.6 Area Coordinator North 6.5.1.2 Upon completion of 12 watches the trainee controller should be able to work independently at all FDA positions in ACC. This will enable him to acquire sufficient knowledge to supervise effectively the FDAs working under him while performing duties as Planner / Area Controller. PHASE TWO: (10 Watchs/60Hours) 6.5.2.1 GENERAL: 6.5.2.1.1 Introduction 6.5.2.1.2 Organization of AIIAP 6.5.2.1.3 Function of AIS 6.5.2.1.4 Functions of ATS Units 6.5.2.1.5 Functions of RFF Services 6.5.2.1.6 Able to describe and operate required functions of VCCS and SDD in order to carry out smooth ATS operation on ATM system 6.5.2.1.7 Standard Strip marking 6.5.2.1.8 Handling of VVIP flight 6.5.2.1.9 Notification of ATC incidents, accidents etc 6.5.2.1.10 Handling of bomb threat and Hijacking. 6.5.2.2 Trainee will also know:6.5.2.2.1 Duties and responsibilities of Planner / Area Controller 6.5.2.2.2 Coordination with adjacent ACCs/FICs 6.5.2.2.3 Division of Airspace and classification 6.5.2.2.4 Operation of military aircraft and air defence exercises 6.5.2.2.5 Operation of schedule and non scheduled flights 6.5.2.2.6 Search and rescue organization and procedures 6.5.2.2.7 Air defence clearances 6.5.2.3 The trainees for an area control rating must have successfully completed an approved training course 6.5.2.4 Trainee must demonstrate a level of knowledge and practical ability to meet the required standard for the area control rating as per MATS Pakistan. (120 Hours) PHASE-THREE: 6.5.3.1 OPERATIONAL DUTIES
6.5.2
6.5.3
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6.5.3.1.1
6.5.3.1.2
Trainee will practically demonstrate their ability to (Within initial 10 watches/ 60 hours); 6.5.3.1.1.1 Determine the airspace classification within FIR; 6.5.3.1.1.2 Determine the danger, restricted and prohibited areas within FIR 6.5.3.1.1.3 Determine the airspace route configuration, bearing and distance between reporting points; 6.5.3.1.1.4 Identify the route designation and their uses; 6.5.3.1.1.5 Handle the equipment in ACC; Trainee will practically demonstrate his ability to (within next 10 watches/ 60hours) 6.5.3.1.2.1 receive and handle flight plans and other data (including NOTAMs, Meteorological reports from the Met Office, routine and special aircraft Met observations) from and to the flight operation offices and other ATS units including manipulation of FPL / track label, SDD settings, use of filters and correct & timely feeding of values/figures into relevant windows of the track. 6.5.3.1.2.2 identify and resolve confliction; 6.5.3.1.2.3 apply standard separation as per airspace classification; 6.5.3.1.2.4 apply restrictions as applicable within the airspace; 6.5.3.1.2.5 issue clearances and releases to air traffic; 6.5.3.1.2.6 handle high and low level holding patterns; Trainee will practically demonstrate his ability to (within last 10 watches/60 Hours); 6.5.3.1.3.1 determine and provide essential traffic information when necessary ; 6.5.3.1.3.2 maintain an accurate and neat flight progress strip display, representing the current traffic situations; 6.5.3.1.3.3 maintain a safe, orderly and expeditious flow of air traffic;
6.5.3.1.3
6.6
REQUIREMENT FOR APPROACH (PROCEDURE) CONTROL RATING:

6.6.1 The trainees for an Approach Control Rating must have successfully completed an approved training course. They must demonstrate a level of knowledge and practical ability to meet required standard for an approach control rating as per MATS Pakistan. OPERATIONAL DUTIES: 6.6.2.1 Trainee will practically demonstrate their ability to (within initial 10 watches) ; 6.6.2.1.1 determine the airspace classification within TMA; 6.6.2.1.2 determine the danger, restricted and prohibited areas within TMA 6.6.2.1.3 determine the airspace route configuration, bearing and distance between reporting points; 6.6.2.1.4 identify the route designation and their uses; 6.6.2.1.5 handle the equipment available at approach position; 6.6.2.2 Trainee will practically demonstrate their ability to (within next 10 watches); 6.6.2.2.1 receive and handle flight plans and other data (including NOTAMs, meteorological reports from the Met. Office, routine and special aircraft Met. Observations) from and to the flight operation offices and other ATS units. 6.6.2.2.2 identify and resolve confliction; 6.6.2.2.3 apply standard separation as per airspace classification; 6.6.2.2.4 apply restrictions as applicable within the airspace; 6.6.2.2.5 issue clearances and releases to air traffic; 6-4 MNL-002-LAAT-2.0
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6.6.2.2.6 handle high and low level holding patterns; Trainee will practically demonstrate their ability to (Within last 10 watches); 6.6.2.3.1 determine and provide essential traffic information when necessary; 6.6.2.3.2 maintain an accurate and neat flight progress strip display, representing the current traffic situations; 6.6.2.3.3 maintain a safe, orderly and expeditious flow of air traffic;
6.7
REQUIREMENT FOR RADAR RATING:

To ensure a safe and expeditious flow of air traffic, en-route and in the vicinity of aerodromes, radar equipment is used as Air Traffic Controllers main tool in carrying out their duties. When employed for radar duties, the air traffic controller derives information presented on radar displays, in addition to the information obtained from pilots estimates and current flight plans, and not as in the case of non-radar where information is derived partly from the pilot and partly from his own estimates/calculations. The guidance given by the radar controller must be accurate because of the reduced separation minima applied. Proficiency in radar control can only be achieved by practical application of established techniques and the use of standard phraseologies and procedures. Performance of radar equipment can be affected by meteorological and other factors and it is essential for radar controllers to have a thorough knowledge of the operational characteristics of the equipment in use and its limitations. For obtaining a radar rating ( Area & Approach)the trainee should be fully conversant with and able to apply in a practical environment the following elements in the use of radar; 6.7.1 OPERATION TECHNIQUE AND PROCEDURES: 6.7.1.1 Trainee will practically demonstrate their ability to (within 30 watches): 6.7.1.1.1 set up the equipment including ATM system (SDD & VCCS) and carryout routine checks; 6.7.1.1.2 identify aircraft (all methods) 6.7.1.1.3 provide vertical radar separation standards and avoiding action; 6.7.1.1.4 pre-plan and provide safe and expeditious routing of aircraft; 6.7.1.1.5 apply speed control; 6.7.1.1.6 apply mode C separation and its limits; 6.7.1.1.7 execute the procedure for radar failure; 6.7.1.1.8 execute the procedure for radio failure; 6.7.1.1.9 employ correct RTF technique and phraseology; 6.7.1.1.10 carryout surveillance radar approaches whenever applicable; 6.7.1.1.11 apply terrain clearance; 6.7.1.1.12 accurately position aircraft for the final approach or on other radar/radio aids; 6.7.1.1.13 co-ordinate with and transfer control to adjacent air traffic services units; and; 6.7.1.1.14 apply the emergency procedures.
6.8
DAILY PERFORMANCE REPORT:

6.8.1 Daily performance report is a vital part of On-Job-Training of Air Traffic Controllers. The purpose of this report is to record the performance of a trainee in detail on all aspects of training. This will enable the training Officers and OJTIs to understand the weak areas and emphasize on them accordingly. The training data has to be very concise and clear, leaving no room for any doubt. Daily performance report shall be filled in duplicate by the OJTI at the end of each watch and be discussed with the trainee. It shall be signed by trainee thereafter. Daily performance report shall be submitted to Facility Training Officer through Team Leader. One copy shall be retained by the OJTI. Monthly progress report shall be filled in duplicate by OJTI keeping in view the daily progress report of the respective month. Monthly progress report shall be submitted to RFC by 5th of each month positively. The duplicate copy of the daily performance reports retained by the instructor shall be attached with the monthly report.
6.8.2 6.8.3
6.9
MONTHLY PROGRESS REPORT:

6.9.1 6.9.2
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6.10
GUIDELINES FOR THE COMPLETION OF DAILY PERFORMANCE REPORTS AND MONTHLY REPORTS:
6.10.1 Daily performance reports shall be filled-in such a manner that it should reflect clear, unambiguous and meaningful description of the trainees performance during the watch being reported. 6.10.2 The deficiencies observed during training along with the remedial measures shall also be reflected. 6.10.3 Following paras describe procedures for proper and meaningful completion of OJT reports. Various items of report are discussed below as to what the Instructor is supposed to observe about the trainees performance and how it should be described. 6.10.3.1 ITEM-01: TAKING OVER/HANDING OVER PROCEDURES: 6.10.3.1.1 Controller is required to fully prepare himself for commencement of his ATC duty, by acquainting himself of the following information and functions: 6.10.3.1.1.1 Current NOTAMs 6.10.3.1.1.2 Latest information and instructions 6.10.3.1.1.3 Clearances of expected non-scheduled flights. 6.10.3.1.1.4 Current and forecast weather. 6.10.3.1.1.5 Status of navigational aids. 6.10.3.1.1.6 Status of communication facilities. 6.10.3.1.1.7 Accuracy of clocks 6.10.3.1.1.8 Current flight plan and clearances of prevailing traffic 6.10.3.1.1.9 Filed flight plan of expected traffic 6.10.3.1.1.10 Any other significant information required for safe aircraft Operations. 6.10.3.1.2 Similarly while handing over watch he should brief the relieving controller of all known significant information and traffic conditions. This item should be described in the following manner: 6.10.3.1.2.1 Thorough: All pre-checks carried out one by one and briefed to next controller accordingly; or 6.10.3.1.2.2 Deficient: Taking over watch / Handing over watch procedures not followed. 6.10.3.2 ITEM-02: STRIP MARKING: 6.10.3.2.1 Strip marking is a means of recording control actions. Information on flight progress strip helps the controller to analyze the traffic conditions in order to ensure safe and efficient traffic handling. Standard signs and symbols are available for the purpose to which controllers are required to confine themselves. Use of non-standard or non-prescribed symbols causes confusion and leads to hazardous situation. 6.10.3.2.2 Instructors must pay paramount attention to this item and make all efforts to achieve a high standard of strip marking during the training. This item should be described using the following expressions: 6.10.3.2.2.1 Accurate Only prescribed signs, symbols and contractions for Strip marking are used; or 6.10.3.2.2.2 Inaccurate use of non-prescribed symbols and its use inappropriate to the situation. 6.10.3.2.2.3 Systematic Markings made in correct sequence of manoeuvres of aircraft expected and clearance & instructions issued. 6.10.3.2.2.4 Hap-hazard marking done irregularly. 6.10.3.2.2.5 Posted-in-time marking done immediately on occurrence of a reported event, clearances and instructions.
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6.10.3.3
6.10.3.4
6.10.3.5
6.10.3.2.2.6 Posting delayed when considerable time elapsed after a clearance, instructions or report issued or received is posted on strip. ITEM-03: R/T PHRASEOLOGY AND MICROPHONE TECHNIQUE: 6.10.3.3.1 All controllers are required to use Standard R/T phraseologies while communicating on R/T, intercom, and Direct Speech Circuits to convey ATS messages, clearances and instructions. Communication and coordination should be concise, accurate and doubtless. Instances may occur wherein information required to be transmitted could not be confined to prescribed phraseology. In such cases the message should be spoken in simple concise English so as to be easily under-stood by the addressed personnel / aircraft. 6.10.3.3.2 It shall be ensured that 6.10.3.3.2.1 rate of speech is neither fast nor too slow, 6.10.3.3.2.2 clarity is at optimum level 6.10.3.3.2.3 tone is neither loud nor harsh 6.10.3.3.2.4 microphone is pressed and depressed to allow complete text transmission 6.10.3.3.2.5 Lengthy phrases, sentences and speech are avoided as far as practicable. 6.10.3.3.3 Performance of trainee controller under this item should be appropriately evaluated by the instructor and accurately described in the OJT report. Following expression may be selected to describe the trainees performance; 6.10.3.3.3.1 Accurate Most appropriate / prescribed phraseology, simple and correct English is used; or 6.10.3.3.3.2 Inaccurate If the prescribed phraseology or simple and correct English appropriate to the meanings to be conveyed could not be used. 6.10.3.3.3.3 Intelligible Rate of speech, loudness and pronunciation are well understandable Repetitions and corrections are not too often needed 6.10.3.3.3.4 Unintelligible If rate of speech, loudness or pronunciation is such that correct message is usually not communicated or understood & repetition / corrections are often demanded. 6.10.3.3.3.5 Concise and clear Phraseology used is short, appropriate and clearly spoken. 6.10.3.3.3.6 Lengthy/ambiguous when lengthy phrases / word are used which do not convey correct meaning of intended message. ITEM-04 INTERCOM USE: 6.10.3.4.1 Performance evaluation parameters for this item are identical to that of item-03. Use of standard, prescribed R/T phraseologies, correct methods of speech, knowledge of equipment and adequately quick response are to be closely monitored. The evaluation under this item should, therefore be made in the same manner as done in the item-03. ITEM-05: APPLICATION OF PROCEDURES: 6.10.3.5.1 This item comprises of two aspects; 6.10.3.5.1.1 Knowledge of procedures. 6.10.3.5.1.2 Application of procedures. 6.10.3.5.2 OJTI shall ensure that the trainee acquires comprehensive and complete knowledge of applicable procedures. 6.10.3.5.3 OJTI shall make utmost efforts to enable the trainee controller to apply the appropriate procedure, best suited to a given situation. Deficiencies shall be pointed out clearly.
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While evaluating the performance of a trainee controller under this item, OJTI may give written / oral test to assess the knowledge of ATS procedures. Relevant sections of the following ICAO Documents / Annexure shall be given preference; 6.10.3.5.4.1 DOC 4444. (Air Traffic Management). 6.10.3.5.4.2 DOC 8168 Vol I & II (Holding and Approach to land Procedures). 6.10.3.5.4.3 Annex 2 Rules of the Air. 6.10.3.5.4.4 Annex 3 Meteorological services for international Air Navigation. 6.10.3.5.4.5 Annex 5 Units of measurement to be used in Air and Ground Operations. 6.10.3.5.4.6 Annex 6 Operation of Aircraft 6.10.3.5.4.7 Annex 7 Aircraft Nationality and Registration Marks. 6.10.3.5.4.8 Annex 8 Airworthiness of Aircraft. 6.10.3.5.4.9 Annex 10 Vol 1 Communication Procedures Vol-II - Communication procedures including those with PANS systems. 6.10.3.5.4.10 Annex 11 Air Traffic Services. 6.10.3.5.4.11 Annex 12 Search and Rescue. 6.10.3.5.4.12 Annex 13 Aerodrome 6.10.3.5.4.13 Annex 14 Volume 1- Aerodrome Design and Operation. Volume 2 - Heliports. 6.10.3.5.4.14 Annex 15 Aeronautical Information Service. 6.10.3.5.4.15 Annex 16 Environmental Protection. 6.10.3.5.4.16 Annex 17 Security Safeguarding international Civil Aviation against Acts of unlawful interference. 6.10.3.5.4.17 DOC 8400 ICAO Abbreviations and codes. 6.10.3.5.4.18 DOC 7030 Regional Supplementary procedures. 6.10.3.5.4.19 AIP Pakistan 6.10.3.5.4.20 MATS Pakistan 6.10.3.5.4.21 Other local procedures and practices prescribed from time to time including this SATI (MNL-001LCAT-1.0). 6.10.3.5.4.22 Annex 18 6.10.3.5.5 Evaluation may be expressed in the following manner. 6.10.3.5.5.1 Appropriate Trainee possesses adequate knowledge of procedures and applies in an efficient manner according to situation. 6.10.3.5.5.2 Inappropriate lacking knowledge or showing inability to apply the procedures appropriate to the situation. 6.10.3.5.5.3 Planned & Coordinated instructions, clearances or information are issued in advance and enable pilot/ATS unit to comply with them in a safe and efficient manner. 6.10.3.5.5.4 Irregular & Hap-hazarddelivery of clearance, instructions and information are incorrect and unsystematic so that safety and efficiency can not be achieved or compliance is impracticable. ITEM-06: AWARENESS: 6.10.3.6.1 It pertains to controllers ability to understand the intended/planned manoeuvres of aircraft, to visualize actual and projected position of all aircraft based on filed or current flight 6-8 MNL-002-LAAT-2.0
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6.10.3.8
plan and position reports as made by conflicting or emergent situation and take action to resolve it timely and efficiently. 6.10.3.6.2 Trainees performance under this item may be expressed as under; 6.10.3.6.2.1 Positive Controllers knowledge of traffic, their individual and relative positions and disposition is correct. 6.10.3.6.2.2 Erratic Controllers knowledge of traffic and relative positions is in incorrect / inadequate and disposition is poor. 6.10.3.6.2.3 Continuous Forgetful Situational awareness is not lost during the watch; or controller loses awareness of situations and conflictions/ emergencies are not visualized in time. 6.10.3.6.2.4 Active Controller takes executive action to resolve conflictions and handle emergencies in an efficient and safe manner ; or 6.10.3.6.2.5 Inactive If a Controller is unable to take corrective action in time. ITEM-07: PRODUCTIVITY AND SPEED: 6.10.3.7.1 This item defines Controllers over-all performance and net result of his functions. The assessment involves Controllers handling of normal and emergency traffic. 6.10.3.7.2 Evaluation under this item may be expressed as follows: 6.10.3.7.2.1 Safe Controllers delivery of clearance, instructions, and information is adequate to ensure safe operation of aircraft under control; or 6.10.3.7.2.2 Hazardous Safe operations are not ensured. 6.10.3.7.2.3 Expeditious Controller responds to traffic demands in effective and aircraft are not delayed without valid reasons which are made available to the pilot / operator. ITEM-08: PLANNING OF TRAFFIC: 6.10.3.8.1 This item pertains to the quality of planning of traffic as it is executed, which should be judged as to safety, efficiency, expeditiousness and orderliness in maintaining the flow of traffic 6.10.3.8.2 Evaluation under this item may be expressed with the following: 6.10.3.8.2.1 Advanced Controller prepares a plan of actions taking into consideration CPL/FPL of aircraft and are handled well in time. 6.10.3.8.2.2 Delayed Plan of action is not prepared before hand. 6.10.3.8.2.3 Safe Planning is such that safety of air traffic is ensured. 6.10.3.8.2.4 Unsafe Planning does not ensure safe flow of traffic. 6.10.3.8.2.5 Expeditious Traffic is planned in a way that allows aircraft to operate with minimum possible delay which is unavoidable. 6.10.3.8.2.6 Delaying Unnecessary delays to traffic are involved. 6.10.3.8.2.7 Orderly When traffic is planned to accommodate flight plans without much disruption such as faster, long distance, high performance flights are given preference over other flights. 6.10.3.8.2.8 Disorderly When planning does not give due consideration to flight plans, and faster, high 6-9 MNL-002-LAAT-2.0
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performance aircraft get restricted due to low performance ones. 6.10.3.9 ITEM-09: JUDGEMENT: 6.10.3.9.1 This item gauges controllers ability to judge traffic situations, confliction and suitable actions to resolve such conflictions. 6.10.3.9.2 Evaluation of controllers performance under this item should be expressed as: 6.10.3.9.2.1 Accurate when a confliction or any other eventuality is likely to develop and has been timely visualised by the trainee controller; or 6.10.3.9.2.2 Erratic confliction and other developing eventualities are not visualised / realised timely. 6.10.3.9.2.3 Advanced Conflicting situations are anticipated well before it occurs; or 6.10.3.9.2.4 Lagging Situation sense is lacking or event is known by the trainee after it actually occurs or not known at all. 6.10.3.10 ITEM-10: INITIATIVE: 6.10.3.10.1 It describes the ability of a controller to initiate an action in advance of its demand. It may include issuing clearances and instructions, passing essential and meteorological information, and taking measures to avoid delays, resolving conflicting situations and assisting aircraft in emergencies. 6.10.3.10.2 Evaluation under this item may be described as: 6.10.3.10.2.1 Timely Action is taken at right times or 6.10.3.10.2.2 Late If action is delayed. 6.10.3.10.2.3 Appropriate Action taken is suitable to the situation or 6.10.3.10.2.4 Improper Action is not suitable to situation 6.10.3.10.2.5 Aggressive Completion of action is pursued or 6.10.3.10.2.6 Inactive Action to be taken is not pursued till conclusion 6.10.3.11 ITEM-11: COORDINATION: 6.10.3.11.1 Coordination is the backbone of air traffic services. Controllers are required to affect accurate timely and complete coordination with other ATS units, organizations and agencies using prescribed format and phraseologies. Instructors must pay special attention to this item during conduct of OJT. 6.10.3.11.2 Evaluation under this item may be described as: 6.10.3.11.2.1 Thorough All relevant information / data is passed to the next control unit. 6.10.3.11.2.2 Incomplete Coordination data is deficient. 6.10.3.11.2.3 Systematic Message is in correct format and correct phraseology used. 6.10.3.11.2.4 Irregular Message format is incorrect or hap-hazard and phrased inappropriately. 6.10.3.11.2.5 Advanced When coordination is done well before transfer of control and communication. 6.10.3.11.2.6 Delayed When timely coordination is not effected and do not provide ample time to the accepting unit to make efficient use of it. 6.10.3.12 ITEM-12: RATE OF PROGRESS: 6.10.3.12.1 Rate of progress should be carefully monitored by comparing the previous watch. 6.10.3.12.2 Evaluation under this item should contain qualifying remarks as given below: 6.10.3.12.2.1 Excellent Performance of trainee shows remarkable improvement during the watch as compared to the previous watch. 6-10 MNL-002-LAAT-2.0
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Good Performance of trainee shows improvement over previous watch. 6.10.3.12.2.3 Unsatisfactory When the trainee shows no or little improvement. 6.10.3.13 ITEM-13: WORKING RELATIONSHIP: 6.10.3.13.1 This item pertains to the trainees behaviour with colleagues and other agencies. His performance may be evaluated in the following manner; 6.10.3.13.1.1 Cooperative & Helping When the trainee shows acceptability for others problems and assists them to alleviate their problems, Indifferent and Inconsiderate When he/she does not consider the problems/difficulties of colleagues/ other agencies and do not give them due attention. 6.10.3.13.1.3 Argumentative and obstructive When the trainee puts unnecessary arguments with other officials and agencies and acts in such a manner that the problems get further complicated. 6.10.3.14 ITEM-14: INTEREST AND WILLINGNESS: 6.10.3.14.1 Interest and willingness shown by the trainee is judged by efforts made to learn procedures, rules and practice on live traffic. Instructor should carefully note and suitably describe the trainees attitude in this respect. 6.10.3.14.2 Evaluation under this item may be qualitatively described using the following: 6.10.3.14.2.1 Exceptional When it is noted that trainee puts extra efforts in learning and shows marked improvement in performance. 6.10.3.14.2.2 Routine Trainee makes efforts but marked improvement is slow as observed. 6.10.3.14.2.3 Lacking No or little efforts are made by the trainee to improve upon on his knowledge and proficiency. 6.10.3.15 ITEM-15: PUNCTUALITY: 6.10.3.15.1 Trainees performance with regards to his attendance and punctuality should be reported. It may include a proper and accurate reflection on his habit of availing leaves, his arrival on duty time and leaving his duty earlier or during duty time either with permission or otherwise. 6.10.3.15.2 Performance of the trainee under this item may be described as: 6.10.3.15.2.1 Regular Trainee attends duties without absentees 6.10.3.15.2.2 Irregular Trainee avails leaves and/or remains absent from duty quite often. 6.10.3.15.2.3 On time Trainee arrives on duty in time. 6.10.3.15.2.4 Late Trainee usually reports for duty late. 6.10.3.15.2.5 Diligent Works with care and effort; 6.10.3.15.2.6 Casual Works carelessly and irregularly. 6.10.3.16 ITEM-16: SUPERVISION: 6.10.3.16.1 Trainees supervision of junior officers ATS staff and GSA is to be evaluated under this item. The controller is required to ensure that all sub-ordinate officers and staff perform their assigned duties smoothly and completely with proper discipline. 6.10.3.13.1.2
6.10.3.12.2.2
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Necessary action is taken in case of any lapse or deficiency observed. 6.10.3.16.2 Trainees performance under this item may be described by using following: 6.10.3.16.2.1 Active Observes and supervises the work and duties of subordinates actively. 6.10.3.16.2.2 Lagging When trainee does not observe and cares about the work and duties of subordinate staff. 6.10.3.16.2.3 Effective Proper guidance is given to obtain good quality of work. 6.10.3.16.2.4 Ineffective When subordinates are not given adequate guidance to obtain good quality of work. 6.10.3.16.2.5 Considerate Limitation of subordinates is given due consideration. 6.10.3.16.2.6 Unmindful Does not consider personal limitations. 6.10.3.17 ITEM-17: ALIGNMENT OF SCOPE AND SETTING UP SEQUENCE: 6.10.3.17.1 Radar controller is required to set up his radar scope in a way that best picture is obtained for providing safe and efficient service. Neither deficient information is selected nor superfluous data is kept displayed to clutter the scope. Ability to identify various symbols and knobology is also to be noted. 6.10.3.17.2 Performance under this item may be described using following phrases: 6.10.3.17.2.1 Accurate Trainee sets up scope to obtain the most suitable picture for the type of service being provided. 6.10.3.17.2.2 Inaccurate Superfluous or deficient data is displayed. 6.10.3.17.2.3 Systematic Selection of switches and knobs is made appropriate to the required function. 6.10.3.17.2.4 Improper Information not required is displayed and erased on and off or fumbling with switches and knobs. 6.10.3.17.2.5 Efficient Scope setting is done with ease and fluency. 6.10.3.17.2.6 Inefficient Takes time or does not do proper scope setting. 6.10.3.18 ITEM-17-A: VECTORING TECHNIQUE: 6.10.3.18.1 Navigational guidance is provided to aircraft using radar vectoring to achieve separation, track shortenings, positioning on required tracks for pilot interpreted navigation, avoidance of danger or restricted or prohibited areas or areas of adverse weather. Vectoring therefore requires initiation, continuous monitoring and termination of vectors. Correct turns and information regarding purpose of vectoring are primary requirements of good vectoring. Both inadequate turns and wider vectors fail its very purpose. OJTI should minutely monitor the trainee performance in this regard and attempt to cultivate good vectoring capability in the trainee. 6.10.3.18.2 Performance of trainee under this item may be described as follows: 6.10.3.18.2.1 Correct and Adequate When turns are given in correct direction and of sufficient magnitude to achieve the purpose of vectoring.
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Superfluous When direction of turn is not correct and magnitude is less than required or much more. 6.10.3.18.2.3 Well-monitored Aircraft under vector is continuously monitored and kept on required track. 6.10.3.18.2.4 Unobserved Monitoring is not continuous and required tracks are not followed. 6.10.3.19 ITEM-17-B: SURVEILLANCE RADAR APPROACHES (SRA): 6.10.3.19.1 SRA is provided to aircraft to bring it to the predetermined point on final approach for landing in poor visibility / ceiling conditions. A good SRA involves correct alignment on the extended runway centreline and a suitable descent profile. Correct and timely information on heading, rate of descent and point of commencement of approach are mandatory to achieve an efficient approach profile. 6.10.3.19.2 Performance of trainee may be described as follows: 6.10.3.19.2.1 Systematic When sequence of passing information is in accordance with prescribed procedure. 6.10.3.19.2.2 Hap-hazard Sequence of prescribed SRA procedure is not maintained. 6.10.3.19.2.3 Accurate When turns and descent is given as such that proper descent path is achieved. 6.10.3.19.2.4 Inaccurate When turns or descent are not suitable to achieve the correct descent path. 6.10.3.19.2.5 Complete All essential features of approach are maintained ; or 6.10.3.19.2.6 Incomplete Essential features of SRA are not furnished.
6.10.3.18.2.2
6.11
MONTHLY OJT PROGRESS REPORTS:

6.11.1 This report is intended to record and report the progress of a trainee at the end of each month, so as to monitor the progress and to take corrective actions to enhance and expedite the training. 6.11.2 Evaluation of progress of a trainee should be made by comparing the level of proficiency achieved during the month, against the required proficiency to be achieved at the end of training and the time/number of watches given to the trainee as compared to the time generally taken by an average intelligent trainee to obtain his solo rating. An average intelligent trainee completes his training approximately in a period (number of watches)as given below;
SR. NO. 1 2 3 4 5 UNIT (OJT AFTER COURSE / TRANSFER) INITIAL OJT SUBSEQUENT FOR REVALIDATION
Aerodrome / Ground Area Control (Planner) Area Control (Radar) Approach Control (Radar) Approach Control (Procedure)
30 40 30 30 30
10 15 10 10 10
6.11.3 If the progress of a trainee is considered such that he is expected to complete his training in a particular unit within the period in the table given-above, his progress should be evaluated as Good. If he is expected to take 20 to 30 percent more time, progress may be evaluated as Average. In case of trainee does not achieve adequate proficiency within period of more than 30 percent of the required watches his progress should be evaluated as Below-average positively. 6.11.4 DISCONTINUATION OF ON THE JOB TRAINING OF INDIVIDUAL DUE TO ADMINISTRATIVE OR PERSONAL-REASONS: 6.11.4.1 This factor should always be kept in consideration while making evaluation of training progress. 30 days continuous break in OJT may effect the progress of 01/06/2011 6-13 MNL-002-LAAT-2.0
6.11.4.2
6.11.4.3
trainee considerably. Therefore discontinuation of training for 30 days or more should be reflected in progress reports. Special attention should be paid to cases where evaluation of progress of trainee is described Below average Appropriate remedial action should invariably be recommended in such cases on the trainees performance and progress. The report is to be completed by the OJTI and submitted to Facility Training Officer by 5th of each month following the month reported upon. The FTO will verify the report by comparing the daily reports of the month as well as by personally observing the performance of the trainee. He should complete the monthly reports by giving his remarks and submit along with daily reports to C.O.O. for his perusal and onward submission to HQCAA (Director Ops) by th 7 instant positively.
6.12
VALIDITY OF RATING:
6.12.1 To keep rating valid an air traffic controller has to perform at least 3 duties in the unit within 6 months. Rating in any unit shall become invalid when an air traffic controller has ceased to exercise the privileges of the rating for a period of 6 months and the rating shall remain invalid until the controllers ability to exercise the privileges of the rating has been re-established.
6.13
TRAINING AND AIR TRAFFIC CONTROL LICENSE (ATCL)

In addition to the training requirement contained in MATS Pakistan section II chapter 1 & 2. Air navigation order (ANO) No. 90.00014 (issue two) for Air Traffic Control Licence (ATCL) is in force th since 27 July 2004. HQCAA has also approved DC ATCOs (Designated check ATCO) at AIIAP, Lahore to assess the trainees for award of SOLO ratings. In order to ensure compliance th of said ANO, COOs Memorandum No AIIAP/4021/28/ATS dated 13 Sep, 2004 containing procedures for training, issue, renewal of ATCL and endorsement of ratings will be followed. It may be noted that possession and maintenance of ATC Licence is the responsibility of individual Air Traffic Controller.
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Chapter 7 NON-SCHEDULED CLEARANCE POLICY

7.1. 7.2. OPERATION OF SCHEDULED / NON-SCHEDULE SERVICE BY FOREIGN AIRLINES: DEFINITIONS:
7.2.1 SCHEDULED SERVICES 7.2.1.1 Scheduled services are those services, which operates according to the published timetable approved by AT Directorate. NON-SCHEDULED SERVICE 7.2.2.1 A service other than Scheduled services which operates on request or intimation to states through whose territory the aircraft will operate without any published time table approved by AT Directorate. TECHNICAL LANDING / NON-TRAFFIC PURPOSE 7.2.3.1 A landing for any purpose other than taking on or dropping passengers, Cargo or Mail as approved by AT directorate. COMMERCIAL /TRAFFIC RIGHTS 7.2.4.1 The right to pick up and/or drop of passengers, cargo and mail as approved by AT Directorate. 7.2.4.2 The AT Directorate is authorized by Director General of CAA to clear the NonSchedule Flights of schedule operators on six-hour advance notice by the operator. (Ref: HQCQQ/1601/AT-1 dated 15th June 1992).
7.2.2
7.2.3
7.2.4
7.3.
DELEGATION OF AUTHORITY FOR ISSUANCE OF FLIGHT PERMISSION BY TEAM LEADER

7.3.1 Ref. Letter No. HQCAA/1601/AT(PC) dated 7 & 26 July , 2010. Director General Pakistan Civil Aviation Authority, in pursuance of Rule 4 of Civil Aviation Rule, 1994 has been pleased to delegate the authorization for issuance of the flight pemissions to the Team Leaders of ACCs of JIAP and AIIAP in the under mentioned cases only to avoid unnecessary coordination between HQ and the field units after working hours enabling ATCOs to concentrate more on their specific job for smooth operations: In case of Scheduled Airlines Team Leaders may permit: 7.3.2.1 Change of Call Signs 7.3.2.2 Change of Route 7.3.2.3 Change of destination 7.3.2.4 Diversions 7.3.2.5 Extra section (overflights & delayed flights only) 7.3.2.6 Change of equipment (overflights only) In case of Non Scheduled Airlines Team Leaders may permit 7.3.1 Change of equipment (of already cleared flight only) 7.3.2 Change of call sign (of already cleared flight only) 7.3.3 Change of route (of already cleared flight only) 7.3.4 Overflight requesting technical landing and vise versa (of already cleared flight only) 7.3.5 Technical landing flights requesting commercial landing (of already cleared flight only) 7.3.6 Ambulance flights (between 05 PM to 09 AM daily) 7.3.7 Emergency / Recovery fligts (between 05 PM to 09 AM daily) Note: Team Leader shall maintain proper record of such flight permission issued by them and shall intimate to billing office and AT & ER Dte. HQCAA on daily basis for regularization and ferther necessary action.
th th
7.3.2
7.3.3
7.4.
FOLLOWING CATEGORIES OF NON-SCHEDULE FLIGHTS SHALL BE CLEARED BY HQCAA (AT DIRECTORATE):

7.4.1 7.4.2 7.4.3 7.4.4 7.4.5 Non-Schedule chartered flights desiring to over fly Lahore FIR. All requests for technical landing at Islamabad, Peshawar or Quetta. Traffic rights to Non-Schedule chartered flights. Aircraft belonging to Israel, departing from or destined to an aerodrome within Israel. All VVIP/VIP flights. 7-1 MNL-002-LAAT-2.0
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7.5.
FOREIGN MILITARY AIRCRAFT:

7.5.1 7.5.2 No Foreign Military aircraft shall be cleared to operate through Lahore FIR without prior permission from Air Headquarters (PAF Rawalpindi). No Foreign military aircraft shall be cleared for any incidental flight not covered in the original clearance (test flight, training flight etc) without permission of Air Headquarters (PAF Rawalpindi).
7.6.
FOLLOWING PROCEDURE SHALL BE FOLLOWED FOR CLEARING THE NONSCHEDULE FLIGHTS, OF SCHEDULE OPERATORS:
7.6.1 For processing the case of clearance following information shall be required from the Operator; 7.6.1.1 Name of Operator. 7.6.1.2 Type of Aircraft and Registration number. 7.6.1.3 Date and time of arrival and departure from Pakistan. 7.6.1.4 Place or places of Embarkation and dis-embarkation of passengers and freights on broad.(as the case may be), 7.6.1.5 Purpose of flight and details of passengers and or nature and amount of freight. 7.6.1.6 Name, address and charter of business if any. 7.6.1.7 Route of the flight including entry/exit point with timing Air Transport Directorate HQ CAA is authorized / responsible for the issuance of clearance on behalf of the competent authority. The clearance so granted shall forthwith be intimated to: 7.6.3.1 The operator or his authorized agent. 7.6.3.2 APM of the concerned airport where the aircraft shall make technical landing and ACC in whose FIR the aircraft would subsequently transit/enter. 7.6.3.3 Concerned Air Defence Unit (SOC) through ACC for necessary coordination. 7.6.3.4 D.OPS, Air Headquarters and General Manager Air Transport (NR) HQCAA, through TELEX message. Complete record of all such permissions shall be kept. A daily detailed report in this regard shall be submitted to HQCAA (AT Directorate). Efficient handling of all requests made in connection with Technical landing or Overflying Pakistan shall be the responsibility of Team Leader. He will ensure the implementation of HQCAA instructions. Complete record of all correspondence made in this regard shall be maintained. (Ref: COO memorandum No KAP/3422-1/ATS dated th 25 June 1992). All messages regarding the clearance will be issued from file NO KAP/3422-1(40)/ATS. Team Leaders should remain vigilant about the instruction issued by Govt. of Pakistan / HQCAA from time to time regarding the clearance of flights and shall comply those instructions in letter and spirit. (Ban on flights from Israel etc and any other such restrictions shall be kept in mind while clearing the flights).
7.6.2 7.6.3
7.6.4 7.6.5
7.6.6 7.6.7
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Chapter 8
STANDARD STRIP MARKING
8.1 STANDARD STRIP MARKING:
8.1.1 The entries on the Arrival & departure (ACC/APP) strips shall be made as under: A B C A. B. C. D. E. F. G. H. D E F G I J O K P L Q M N R S
H H-I
T
U
Aircraft identification. Type of aircraft/Category TAS Squawk Flight level or Altitude Fix designator. Estimate over fix or ETA/ETD. a) Actual time over the fix. b) ATA.(in case of no Holding). a) Time the aircraft over the fix for holding in case holding is involved. b) ATD in case of departure. a) b) c) Time the aircraft left the fix in case of holding. ATA at destination in case the aircraft was held prior to landing. Actual time over CTR/outer fixes.
I.
J. L. M. N. O. P. Q. R.
S. T. U.
Place of Departure. K. Route designator. Destination. Previous reporting point Estimate/actual time for previous fix. Time at which Instrument approach clearance issued Time at which aircraft commenced instrument approach or reported outbound. Time aircraft reported inbound established during standard approach procedure. Time of coordination with ATS units A= Area P= Approach Z= Control Tower G= Ground Control Time, place or altitude at which the aircraft handed over to next ATS UnitRVSM / W & X Clearance limit A for arrival V for over flying No delay or EAT, Weather, Type of Approach, Runway.
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8.2.
STRIP FOR AERODROME/GROUND MOVEMENT CONTROL:

8.2.1 DEPARTURE:
Clearance Limit ETD ATD Route Time PIA795 B777/H 487 7404 370 KC 2245 SID CTR
OPKC
OPRN
ETD FL DEP DEST
Taxi Time Start-up Approved Cood Time Cood Unit
Start-up Req
8.2.2 ARRIVAL:
CTR ETA ATA STAR Route PIA 303 B747/H 480 0107 Time
0700 OPLA
OPKC
DEST DEP
Initial CCT
Switch Freq Off Time Change Cood Over Time Time
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8.3.
STRIP FOR ACC ENROUTE AIRCRAFT
A B C D E F
H H*
J J*
K K*
L L*
M M*
N N*
O O*
P P*
l l s
A. Call Sign B. Type & wake turbulence cat C. TAS D. RVSM status E. Mode / Squawk F. Flight rule & flight type G. Flight level H. - P. Reporting point & calculated ETO H* - P* Actual reporting time over fix Q. Departure aerodrome R. Destination & calculated ETA S. Route description T. Registration of the aircraft U. Date time group of strip generation Note: vacant boxes on the strip may be used to post coordination times.
8.4. STRIP MARKING / SYMBOLOGY:
8.4.1 The following symbols are used for data recording on flight progress strip. 8.4.1.1 CONTROL ABBREVIATION A B C D F H I L N Q V X SA MEANING Cleared to Aerodrome Cleared to NDB ATC Clearance (When relayed through other unit) Cleared to depart a Fix/ Aerodrome Cleared to Fix Cleared to Hold (Holding instructions issued) Cleared for ILS Approach Cleared to land Clearance not delivered. Cleared to fly specified sector of a NAV aid Cleared to over fly the fix Cleared to cross [airway, route, radial at (point)] Cleared for SRA
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8.4.1.2
CONTROL ABBREVIATION SI VA/CT VR
MEANING Cleared for Straight-in-approach Cleared for Visual approach Cleared for VOR or VOR/DME approach MEANING Area Control Centre Coordination effected Clearance expires at (time) Emergency Expected Approach Time Aerodrome Control After passing Flight Information Centre Final Approach Expect Further Clearance at (time/fix) Ground Movement Control Initial Approach Left Turn Missed Approach Approach Control Office Procedure Turn Radar contact Radar service terminated Radar contact lost Radar hand over Request Further Altitude Change Enroute Reverse Course Runway Heading Report Leaving (fix/level) Report Passing (fix/level) Report Reaching Release Subject To Your Discretion Right Turn Radar Vector Pilot to resume own navigation Report Crossing (airway, route, radial) Aircraft given time check Traffic is Additional Traffic is Until Further Advice Aircraft given appropriate altimeter setting Clearance Void If Not Off ground by (time) Warning Current Weather passed Delay not determined
8.4.1.3
OTHER ABBREVIATION A C CE E EAT Z I F FA FC G IA LT MA P PT R R (with slash on R) R (R to be crossed) R (encircle R) RACE RC RH RL RP RR RSYD RT RV R (with slash on V) RX T TFC ADNL TFC UFA Q VIFNO W (With red pen) WX Z
8.5.
CONTROL INFORMATION SYMBOLS;

SYMBOLS MEANING Climb and maintain Descent and maintain LEVEL Level passed by aircraft
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Coordination affected Cruise
@ M
At (rate of descent/climb)
Maintain (level)
Join or intercept route, airway, track radial
While in control area
Enter control area
Leave control area
NW W
Enter control zone (entry from north west) Leave control zone (west bound)
Through CTR
250K -20K +20K
Aircraft requested to adjust IAS 250knots Aircraft requested to reduce IAS by 20 knots Aircraft requested to increase IAS by 20knots
Special VFR operations authorized in vicinity of Aerodrome.
(Level)
Level cancelled Level re-cleared
(Level)
Before (time)
After (time)
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180
Level in-appropriate to magnetic track Until time, fix, level
(--------)
Alternate instructions At or below At or above
(level) B (level)
Block level assignment
Clearance void if not off ground by (time)
(time)
Aircraft reported at assigned level
Information forwarded
310
Other than assigned level reported by aircraft (Encircle the reported level)
60
VOR/DME holding: Upper figure holding fix,
65
VR 160
Lower figure limiting distance
No delay expected
R/T contact established
R/T contact lost or transferred to unit at
Climb under radar control
Descend under radar control
CC
Climb cruise
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8.6.
STRIP MARKING EXAMPLES:
CONTROL INFORMATION Climb (coordinated)to FL-370 Cross NSH at or below FL-270
SYMBOLS 370 NH 270
Climb (coordinated) to FL-370 Cross NSH at or above FL-330
370 330 NH 350 80D/ 260 80
Descend (coordinated) from FL-350 to FL-80 Cross 80DME FL-260 or below
Climb to FL250 maintain FL170 (due traffic) further climb under Radar control
250
M 170/PIA303
Descend from FL310 to FL260 further descend under radar control
310 260
Climb coordinated to FL330
330
350 200
Descend coordinated from FL 350 to FL200
330 Climb cruise from FL150 to FL370 CC 150 Cleared to fly between radial 090/120 25DME to50DME between FL100/FL200 090-120 25D-50D 100B200
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8.7.
TYPICAL RATES OF DESCENT FOR 3-DEGREES GLIDE PATH:

8.7.1 The typical rates of desenet for 3 - degree glide path: Sr. No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. GROUND SPEED (40knt) 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 RATE OF DESCENT (Feet / Minute) 200 250 300 350 400 450 500 550 600 650 700 750 800 850 900
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A P P E N D IC E S
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APPENDIX A
CIVIL AVIATION AUTHORITY (ATS SECTION) ATS DAILY TEAM MANNING / ABSENTEE- LEAVE REPORT Date : ______________ S.No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 POSITION APPROACH CONTROLLER ACC- RDR (N) CONTROLLER ACC- RDR (E) CONTROLLER ACC- RDR (W) CONTROLLER ACC- PRO (N) CONTROLLER ACC- PRO (E) CONTROLLER ACC- PRO (W) CONTROLLER AERODROME CONTROLLER GND MOV CONTROLLER PFIU OFFICER GND OPS CONTROLLER OJT APP (R) CONTROLLER OJT ACC (P) CONTROLLER ACC COORD (N) ACC COORD (W) FDA-I FDA-II FDA ACC (E) FDA ACC (N) FDA ACC (W) FDA (November) FDA (GOC) FDA ( TWR ) FLIGHT ENQUIRY TRAFFIC HAND TOWER TRAFFIC HAND ACC SWEEPER Absentee report; NAME Team : _________ FROM TO
______________ TEAM LEADER Remarks:
01/06/2011
APP. A-1
MNL-002-LAAT-2.0
DIRECTORY OF DUTIES APPENDIX B-1
AIRLINES SCHEDULE / NON-SCHEDULE CLEARANCE COORDINATION OFFICER
Airlines Scheduled / Non-scheduled responsible to RFC for: a) b) c) d) e)
Clearance
Coordination
Officer
is
f)
Updating the diary of all non-schedule flights (Civil/Military) in sequence of YA Numbers of AT Branch, HQ CAA / MC Number of Air Headquarters. Making entries of non-schedule clearance issued either locally or by HQCCA / AHQ in the relevant warning registers. Ensuring that airline schedules (domestic/international) are kept up to date. Retrieving, preparing and transmitting non-schedule clearance with coordination of Team Leader. Coordinate with AT HQ CAA for issuing clearances to non-schedule flights / flights making technical landing or over flying Lahore in coordination with Team Leader if in case the clearance is not available. Any other duty assigned by RFC/COO
01/06/2011
APP.B-1
MNL-002-LAAT-2.0
APPENDIX B-2 FLIGHT DATA ASSISTANT- APPROACH
Flight Data Assistant Approach is responsible to Team Leader for:1. 2. 3. 4. 5. Manning the position of FDA in Approach Unit. Loggingin system by feeding assigned user ID and password while taking over. Displaying correct page on VCCS monitor. Collecting and feeding flight plan details from OPLH / Mehran Base in the system. Keeping Q and AAI messages counter zero in ATM system by accepting flight plans, NOTAMs and ATS messages through employing corrections, if required. Preparing and generating computerized / manual flight progress strips for Approach controller. Coordinating required FPL information / changes with FDA TWR, ACCs and MMR as the case may be. Preparing and transmitting ATS messages on the direction of Team Leader. Feeding upper wind data in the system. Any other duty assigned by the Approach Controller or by he Team Leader.
6.
7.
8. 9. 10.
01/06/2011
APP.B-2
MNL-002-LAAT-2.0
APPENDIX B-3 FLIGHT DATA ASSISTANT TOWER

Flight Data Assistant Tower is responsible to Team Leader for: 1. Manning position of FDA Tower. 2. 3. 4. Loggingin system by feeding assigned user ID and password while taking over. Displaying correct page on VCCS monitor. Preparing and generating computerized / manual flight progress strips for Aerodrome controller / GMC. Obtaining ADC number from FDA N for departing flights. Passing ATD of aircraft to FDA N. Coordinating with Line-1, Line-2 (PIA) and domestic Airlines operations for towing of aircraft on Apron. Maintaining Movement / Revenue Register (CAA-447) Maintaining updating the aircraft movement data in the computer system for ATS revenue adequately. Coordination with FDA GOC and PFIU for passing flight movements. Preparing daily aircrafts movements (Arrivals / Departures / Local), summary for IOU. Not manipulating with the Q and AAI messages on display. Updating Rwy-in-use into the system upon change. Any other duty assigned by Aerodrome / GMC controller.
5. 6. 7.
8. 9.
10. 11. 12. 13. 14.
01/06/2011
APP.B-3
MNL-002-LAAT-2.0
APPENDIX B-4 FLIGHT DATA ASSISTANT- NOVEMBER

Flight Data Assistant N shall be responsible to Team Leader for: 1. 2. Manning position of FDA November in ACC. Passing all flight movements received from ACCs / App to SMCC PAF (South) and to obtain / record ADC Number. Passing departure time of all domestic/international flights to SMCC immediately upon receipt from FDA TWR. Passing stored flight plans of domestic flights to SMCC upon receipt. Recording ADC number of each aircraft in Movement Register (November) and passing to concerned unit as and when requested. Maintaining Movement Register (November) in all respects. Write the names and time to whom the information has been passed in SMCC. Any other duty assigned by team leader.
3.
4. 5.
6.
7.
01/06/2011
APP.B-4
MNL-002-LAAT-2.0
APPENDIX B-5
FLIGHT DATA ASSISTANT EAST / WEST

Flight Data Assistabt is responsible to Team Leader for: 1. 2. 3. Manning position of FDA (East / West) in ACC. Assisting Area Coordinator in performance of his duties. Any other duty assigned by Area Controller or Team Leader.
01/06/2011
APP.B-5
MNL-002-LAAT-2.0
APPENDIX B-6 FLIGHT DATA ASSISTANT CLEARANCES

Flight Data Assistant Clearances is responsible to Team Leader for: 1. Manning position of FDA Clearances in ACC. 2. Retrieving and providing clearance number of non schedule flight to FDA N or any ATS unit. 3. Sorting and filing of clearances received by HF operator. 4. Preparing and transmitting ATS messages as and when required. 5. Manning AMHS position and start sorting and delivering of ATS messages / flight plans on Form 076 to concerned units in case of FDP failure. 6. Any other duty assigned by the team leader.
01/06/2011
APP.B-6
MNL-002-LAAT-2.0
APPENDIX B-7 FLIGHT DATA ASSISTANT-BILLING & REVENUE

Flight Data Assistant Billing & Revenue is responsible to Team Leader for:1. 2. 3. 4. 5. 6. Manning position of FDA revenue in ACC. Maintaining record of all the aircraft movements in the FIR movement register. Preparing daily aircraft movement summary after 0000 UTC. Maintaining record of aircraft movements on completion of flight. Preparing and updating aircraft movement data in the computer for ATS revenue. Any other duty assigned by the Team Leader
01/06/2011
APP.B-7
MNL-002-LAAT-2.0
APPENDIX C AFTN ADDRESSEES OF CAA OFFICERS

Sr. No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. AFTN ADDRESSEES OPHQYAYX OPHQYAYB OPHQYHRS OPHQYAYT OPHQYAYO OPHQYAYR OPHQYAYF OPHQYAYW OPHQZXFA OPHQYAYP OPHQYALG OPHQYAYL OPHQYAYH OPHQYAYS OPKDYPTI OPHQYAYI OPHQYASM OPHQZXSO OPHQZXSY OPHQYYYX Sr . N o. 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 AFTN ADDRESSEES OPHQZXEL OPHQZXFA OPHQZXVG OPHQYAYG OPHQZXIT OPHQYAYC OPKCYHYX OPHQEEDX OPHQZXCL OPHQZXMD OPHQEEDX OPHQZXDB OPHQZXAC OPKCYDYX OPHQZXHR OPHQZXAS OPHQZXAT OPHQZXFS OPHQZXCM OPHYYYX
ADDRESSEE Director General CAA Dy. Director General CAA Chief Human Resource Director Technical Director Operations Director Air Transport Director Finance Director Works General Manager Airport Management Director Plans & Development Chief Legal Services President Safety Investigation Board Chief of Flight Standard Chief of Airworthiness Director CATI Director Flight Inspection
ADDRESSEE General Manager Electronics General Manager Facilitation General Manager Vigilance General Manager GenAviation General Manager MIS Chief Pilot Calibration Chief Operation Officer General Manager GenEngineering General Manager Commercial Chief Medical Officer General Manager Supply General Manager Disbursement General Manager Account APM AIIAP General Manager HR General Manager A TS General Manager Air Transport General Manager Fire Services General Manager COMM OPS Secretary CAA Board
17. Director SQMS 18. Staff Officer to DGCAA 19. Secretary to DGCAA 20. Staff Officer to DY.DGCAA
01/06/2011
APP.C-1
MNL-002-LAAT-2.0
APPENDIX D SDD CONFIGURATION OF ATM SYSTEM AIRCON 2100 (GENERAL INFORMATION AREA)
SDD AREA RADAR
CMD FUNCTION CMD FUNCTION CMD FUNCTION ALL SELECTED INTEGRATED ALL CONCERN SECTOR AS REQUIRED AS REQUIRED INOPERATIVE AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED
FUNCTIONS
SDD TEAM LEADER
SDD APPROACH
SDD PLANNER
MSAW STCA PSR T OPTIONS OPERATIONAL MODE RADAR PRESENTATION RANGE FALT FILTER LIMITS ST EXP + EXP CEN DCEN FPL MMSG MAP (MIN REQUIRED) FCON QL SC QLOOK LOOK MENU
CMD FUNCTION CMD FUNCTION CMD FUNCTION ALL SELECTED INTEGRATED ALL ALL SECTOR AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED
CMD FUNCTION CMD FUNCTION CMD FUNCTION ALL SELECTED MONO LAHORE 64 NM AS REQUIRED AS REQUIRED INOPERATIVE AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED
CMD FUNCTION CMD FUNCTION CMD FUNCTION ALL SELECTED INTEGRATED ALL CONCERN SECTOR AS REQUIRED AS REQUIRED INOPERATIVE AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED
ROUTE, SECTOR LINE & ROUTE, SECTOR ROUTE, SECTOR ROUTE, SECTOR GEO. BOUNDRY LINE & GEO BDRY LINE & GEO BDRY LINE & GEO BDRY AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED ON AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED ON AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED ON AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED ON
01/06/2011
APP.D-1
MNL-002-LAAT-2.0
APPENDIX D SDD CONFIGURATION OF ATM SYSTEM AIRCON 2100 (MAIN MENU WINDOW)
FUNCTIONS
SECTOR LIST ENTRY COOR EXIT COOR FINDER AUX WIN CLOCK BRIGHT SECTORS LMG Symbol size AFG Number Delay Handover VEL VECT REP Number DATBLK LBL FRMT SSR NO SSR
SDD TEAM LEADER

AS REQUIRED INOPERATIVE INOPERATIVE AS REQUIRED AS REQUIRED SELECTED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED Un Do Function UnDo Function UnDo Function UnDo Function OPERATIVE OPERATIVE AS REQUIRED AS REQUIRED AS REQUIRED OPERATIVE OPERATIVE OPERATIVE OPERATIVE INOPERATIVE
ACKNOWLEDGE
SDD APPROACH
AS REQUIRED INOPERATIVE INOPERATIVE AS REQUIRED AS REQUIRED SELECTED AS REQUIRED AS REQUIRED AS REQUIRED Medium (M) 3 2 2 INOPERATIVE M N AS REQUIRED UnDo Function UnDo Function UnDo Function UnDo Function OPERATIVE OPERATIVE AS REQUIRED AS REQUIRED AS REQUIRED OPERATIVE AS REQUIRED OPERATIVE OPERATIVE INOPERATIVE
ACKNOWLEDGE
SDD AREA RADAR

AS REQUIRED INOPERATIVE INOPERATIVE AS REQUIRED AS REQUIRED SELECTED AS REQUIRED AS REQUIRED AS REQUIRED Medium (M) 3 2 2 INOPERATIVE M N AS REQUIRED UnDo Function UnDo Function UnDo Function UnDo Function OPERATIVE AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED OPERATIVE AS REQUIRED OPERATIVE OPERATIVE INOPERATIVE
ACKNOWLEDGE
SDD PLANNER
SELECTED INOPERATIVE INOPERATIVE AS REQUIRED AS REQUIRED SELECTED AS REQUIRED AS REQUIRED AS REQUIRED Medium (M) 3 2 2 INOPERATIVE M N AS REQUIRED UnDo Function UnDo Function UnDo Function UnDo Function OPERATIVE AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED OPERATIVE OPERATIVE OPERATIVE OPERATIVE INOPERATIVE
ACKNOWLEDGE
TAB FONT RBL OFF ORI OFF FRM OFF ROU OFF ALR OFF QNH HFS VFS RBL ALM OVERLAP CONFL AREAS VELVECT METEO SYS MSG QUICKEST PRESENTATION BUTTON (+/-) POSITIONING BUTTONS ( ) PRINT LIST PRINTER 1 LOGOUT
AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED REQUIRED
AS REQUIRED AS REQUIRED AS REQUIRED INOPERATIVE INOPERATIVE REQUIRED
01/06/2011
APP.D-2
MNL-002-LAAT-2.0
APPENDIX E SYSTEM PARAMETER

SYSTEM PARAMETER FDP
PARAMETER NAME DEPARTURE FP NOTIFICATION TIME (EOBT VALUE) NON ACTIVE FP TERMIMATIOM TIME EXIT TIME + VALUE ACTIVE OUTBOUND FP TERMINATION TIME EXIT TIME + VALUE ACTIVE ARRIVAL FP TERMINATION TIME ETA + VALUE MINIMAL FP TERMINATION TIME HOLDING FP TERMINATION TIME HOLD TIME + VALUE TERMINATED FP DELETION TIME TERMINATION TIME + VALUE FP LIST REMOVAL TIME SECTOR EXIT TIME + VALUE SFPL CREATION FROM AN RPL FIR TIME VALUE FP LIST PRESENTATION TIME SECTOR ENTRY TIME VALUE ARRIVAL TOWER NO VOLUME LIST PRESEMTATION TIME (ETS VALUE) DEPARTURE TOWER NO VOLUME LIST DELETION TLME (ATD + VALUE) NEXT POSITION REPORT ALERT TIME NEXT ETO + VALUE HAND OVER REQUEST PRESENTATION TIME SECTOR ENTRY TIME VALUE DEVIATION TIME FOR STRIP REPRINT PREVIOUS PRINTED ETO +/- VALUE ENABLE PREWARNING STRIP ENABLE PROGRESSION STRIP ENABLE SECTOR STRIP PASS RPL TO FP FPL AUTOMATIC PROCESSING CPL AUTOMATIC PROCESSING DEP AUTOMATIC PROCESSING DLA AUTOMATIC PROCESSING ARR AUTOMATIC PROCESSING CHG AUTOMATIC PROCESSING EST AUTOMATIC PROCESSING CNL AUTOMATIC PROCESSING POS AUTOMATIC PROCESSING AUT AUTOMATIC PROCESSING UNIT MIN MIN MIN MINIMUM VALUE 1 1 1 MAXIMUM VALUE 180 180 180 DEFAULT VALUE 20 120 30 APPROVED VALUE
60
120 30
MIN
180
30
30
MIN MIN MIN MIN HHMM MIN MIN MIN
1 1 1 1 0300 1 1 1
180 180 180 180 1200 180 180 180
15 60 45 15 0400 15 15 15
15 60 45 15 0400
60 60
15
MIN
60
03
03
MIN
05
03
03
MIN BOOL BOOL BOOL BOOL BOOL BOOL BOOL BOOL BOOL BOOL BOOL BOOL BOOL BOOL
5 NO NO NO NO NO NO NO NO NO NO NO NO NO NO
180 YES YES YES YES YES YES YES YES YES YES YES YES YES YES
10 YES YES YES YES YES YES YES YES YES YES YES YES YES YES
10 YES
NO
YES YES YES YES YES YES YES YES YES YES YES YES
01/06/2011
APP.E-1
MNL-002-LAAT-2.0
APPENDIX E MTCD (Medium Term Conflict Detection) SYSTEM PARAMETER MTCD

PARAMETER NAME LEVEL 1 (H1) LEVEL 2 (H2) STANDARD VERTICAL SEPARATION TO H1 STANDARD VERTICAL SEPARATION H1 TO H2 STANDARD VERTICAL SEPARATION FROM H2 LONGITUDINAL SEPARATION (APPROACH) LONGITUDINAL SEPARATION (EN ROUTE) LATERAL SEPARATION UNIT FL FL FL FL FL MIN MIN NM MINIMUM 0 100 3 3 3 0 0 1 MAXIMUM 330 900 70 70 70 20 20 30 DEFAULT VALUE 98 217 10 10 10 10 15 05 APRVD VALUE
75 155 05
10 10
03 10 30
09
MTCD RVSM (Medium Term Conflict Detection RVSM)

RVSM STANDARD VERTICAL SEPARATION FL 3 70 10
APW ( Area Proximity Warning)

MINIMUM ALTITUDE MAXIMUM ALTITUDE ALARM TIME OUT FL FL Sec. 2 0 30 900 900 120 0 820 120 0 820 120
SDP ( Surveillance Data Processor)

WEATHER CYCLE SCAN CHANGE SSR TO PSR TRACK MON / BYP MODE SCAN CHANGE VALID TO INVALID CODE MON / BYP MODE MIN. ALTITUDE INITIATION SSR TRACK MIN SPEED INITIATION TRACK REQUIRED MAX. SPEED INITIATION TRACK REQUIRED CYCLES PSR INITIATION TRACK REQUIRED TIME PSR INITIATION TRACK REQUIRED DISTANCE PSR INITIATION TRACK REQUIRED SCAN SCAN SCAN 5 2 3 20 10 10 12 3 5 12 3 5
FL Kts. Kts. SCAN Sec. NM
0 0 100 3 10 1
900 100 900 10 30 6
0 27 900 5 20 1
3
27 900
3
20 1
01/06/2011
APP.E-2
MNL-002-LAAT-2.0
APPENDIX E SNET
COMFORMANCE ALTITUDE THRESHOLD FL 0 900 3 3
AMHS
DELTE AFTER READ DELETE AFTER SEND ERASE SVC BOOL BOOL BOOL NO NO NO YES YES YES YES YES YES YES YES YES
SDP CIN
DISCREPANCE DISTANCE PRESENT TIME OF ALARM BY FOM DECREM. m. c/10sec. 0 2 20000 8 9000 2 9000 2
DLS (Data Link Server)

ADS CONTRACT MODIFICATION STATUS DEFAULT INITIAL ADS CONTRACT STATUS AUTO CPDLC MESSAGES GENERATION STATUS ENUM ENUM ENUM Man. Act. Act. Man. Act. Act.
OPERATIVE FUNCTIONS (CMD) MSAW STCA MTCD CIN APW Auto PSR TRK Initiation Auto handover Auto synthetic TRK generation Radar dynamic adjestement Disable Enable Enable Disable Enable Enable Enable Enable Enable
01/06/2011
APP.E-3
MNL-002-LAAT-2.0
APPENDIX F MINIMUM REQUIREMENT FOR AIRCRAFT OPERATION

TYPE OF AIRCRAFT B747 B757 B767 B777 B737 B707 B727 A300 A310 A320 A330 A340 IL86 IL96 IL76 IL62 DC10 DC9 DC8 L1011 MD11 MD83 MD90 MD87 BAC1-11 TU154 F-27 DHC-6 ATLANTIC C-130 YK42 LEAR-JET C-172 C-402 CITATION-5 FALCON-20 B-200 REQUIRED RWY LENGTH (IN FEET) 10000 5400/9200 5900 6700 6500 9000 9000 9000 9000 9000 9000 8600 10000 9000 10000 7000 9500 10000 6800 10000 10000 10500 6800/8300 7200 6200 4700/7400 8200 5000/7000 2000 7000 4660 7220 3500 1800 2100 3200 3850 2845 REQUIRED LCN 80 90 80 90 80 90 70 65 75 80 90 49 80 90 80 80 80 70 49 60 49 80 80 48 80 80 80 65 70 65 33 39 10 10 60 10 40 20 10 10 10 15 12 REQUIRED FIRE CATEGORY 9 8 8 7 6 7 7 8 8 6 7 8 8 8 8 8 9 7 7 9 9 6 7 6 6 7 4 3 5 4 6 3 3 3 3 3 3
01/06/2011
APP.F-1
MNL-002-LAAT-2.0
APPENDIX G AIRCON2100 VFR POINTS

LOCATION ATHARA HAZARI BAIDIAN BALOKI BASAAL BATAPUR BHAGTAWALA BHALWAL BHIMBER CHAK JHUMRA CHAKWAL CHANDAR CHICHAWATNI CHINIOT CHUNIAN DASKA EIMANABAD FAISALABAD FAROOQABA GANDA SINGH WALA GUJAR KHAN GUJRANWALA GUJRAT HADIARA HAFIZABAD HALA HEAD MARALA HEAD SULMANKI HEAD TRIMU JARANWALA JHELUM KALA BAGH KASUR CODE AHZARI BADIAN BALOKI BASAAL BATPUR BTWALA BALWAL BIMBER CJUMRA CHKWAL CHNDR CWATNI CHNIOT CHU DASKA EMABAD FA FRQABD GNDSWA GJKHAN GRWALA GUJRAT HDIARA HFABAD HALA HMRALA SMANKI HTRIMU JRWALA JHELUM KLBAGH KASUR
01/06/2011
APP.G -1
MNL-001-LAAT-1.0
APPENDIX G AIRCON2100 VFR POINTS

LOCATION KHANEWAL KHARIAN KHEWRA KHUSHAB KUNDIAN MANAWALA MANDI BAHAUDDIN MANDI BUREWALA MANGA MANDI MANGLA MANGTAWALA MIAN CHANU NANKANA NAROWAL NAWANKOT OKARA PADHRAR PAKPATAN PASRUR PATOKI PINDI BHATIAN RAHWALI RAIWIND SAHIWAL SANGLA HILL SHAHKOT SYPHEN TANDA TANDIALWALA THAL TILA GANG VEHARI WAHGAH CODE KHNWAL KHRIAN KHEWRA KHSHAB KUNDIA MNWALA MANDI BWALA MANGA MANGLA MNWALA MIANCH NKANA NROWAL NWAKOT OKARA PADRAR PPATAN PASRUR PATOKI PBAHTI RHWALI RAIWND SWAL SANGLA SHAKOT SYPHEN TANDA TNDWAL THAL TGANG VEHARI WAHGA
01/06/2011
APP.G -2
MNL-002-LAAT-2.0
APPENDIX H SUGGESTIONS / RECOMMENDATIONS: _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________
01/06/2011
APP.H -1
MNL-002-LAAT-2.0
APPENDIX H SUGGESTIONS / RECOMMENDATIONS: _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________
01/06/2011
APP.H -2
MNL-002-LAAT-2.0
DISTRIBUTION LIST
DISTRIBUTION (LOCATION/SECTION) GM ATS, HQCAA GM ANS/DAAR HQCAA Chief Operation Officer, AIIAP, Lahore Airport Manager, AIIAP, Lahore Chief Technical Officer, AIIAP, Lahore CFRO, AIIAP, Lahore Radar Facility Chief, AIIAP, Lahore DMR, AIIAP, Lahore Facility Training Officer, AIIAP, Lahore Manager Airside, AIIAP, Lahore AISO, AIIAP, Lahore Area Control Centre, AIIAP, Lahore Aerodrome Control Tower, AIIAP, Lahore Pre Flight Information Unit, AIIAP, Lahore SATO WALTON FISS, Walton Aerodrome Lahore MEDIUM OF DISTRIBUTION (Electronic/Printed) PRINTED PRINTED PRINTED PRINTED PRINTED PRINTED PRINTED PRINTED PRINTED PRINTED PRINTED PRINTED PRINTED PRINTED PRINTED DISTRIBUTION DATE 1 June 2011 1 June 2011 1 June 2011 1st June 2011 1 June 2011 1 June 2011 1st June 2011 1 June 2011 1 June 2011 1 June 2011 1st June 2011 1 June 2011 1 June 2011 1st June 2011 1 June 2011
st st st st st st st st st st st
Sr. No. 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15.
COPY No. 01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13. 14. 15.
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01/06/2011
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STATION AIR TRAFFIC INSTRUCTIONS AIIAP

VERSION : DATE OF IMPLEMENTATION : OFFICE OF PRIME INTEREST :

2.0 01-06-2011 Air Traffic Services, AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

Mrs. Seema E. Khan PREPARED BY Mr. Saeed Ahmed

SATCO / Manager ATM SATCO/ ATM Trainer

Muhammad Iqbal Khan

Radar Facility Chief

Dy. Management Representative

Chief Operations Officer

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

RECORDS OF AMENDMENTS AND CORRIGENDA

AMENDMENTS Date Date Applicable Entered

CORRIGENDA Date Date of Issue Entered

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

APPROACH CONTROL SERVICE....................................................................................................... 4-1

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

AERODROME CONTROL SERVICE.................................................................................................... 5-1

TRAINING ............................................................................................................................................ 6-1

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

NON-SCHEDULED CLEARANCE POLICY.......................................................................................... 7-1

STANDARD STRIP MARKING............................................................................................................. 8-1

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

EFFICIENCY AND DISCIPLINE:

1.2.3 1.2.4 1.2.5

TAKING OVER WATCH:

HANDING OVER WATCH:

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

ENTRY INTO THE ATS UNITS:

DAILY ABSENTEE REPORT:

1.7.2 1.7.3 1.7.4 1.7.5

NOTIFICATION TO THE MINISTRY OF DEFENCE:

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

REPORTING OF INCIDENTS / OCCURRENCE / UNSERVICEABILITY / DIVERSION / OVERSHOOT IN IOU REPORT

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

Chapter 2 PRE-FLIGHT INFORMATION SERVICES

STATION AIR TRAFFIC INSTRUCTIONS AIIAP

STATION AIR TRAFFIC INSTRUCTIONS AIIAP