LEBL-REF

1. GENERAL 1.1. ATIS 1.2. COMMUNICATION PROCEDURES 1.3. NOISE ABATEMENT PROCEDURES 1.3.1. GENERAL 1.3.2. GROUND ENGINE TESTS 1.4. LOW VISIBILITY PROCEDURES (LVP)1.4.1. GENERAL 1.4.2. ARRIVAL 1.4.3. GROUND MOVEMENT 1.4.4. ACFT ON TAKE-OFF 1.4.5. ANOMALOUS SITUATION IN MANEUVERING AREA 1.4.6. COMMUNICATIONS FAILURE 1.5. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM 1.5.1. OPERATION OF MODE S TRANSPONDERS WHEN ACT IS ON GROUND 1.6. RWY OPERATIONS 1.6.1. PREFERENTIAL RWY CONFIGURATIONS 1.7. TAXI PROCEDURES 1.7.1. GENERAL 1.7.2. STANDARD TAXI ROUTES 1.8. PARKING INFORMATION 1.8.1. GENERAL 1.8.2. PUSH-BACK 1.8.3. AUXILIARY POWER UNIT (APU)1.9. APT EMERGENCY PLAN 1.10. OTHER INFORMATION 2. ARRIVAL 2.1. SHORT COMMUNICATION PROCEDURE 2.2. SPEED RESTRICTIONS 2.2.1. SPEED ADJUSTMENTS UNDER RADAR CONTROL 2.3. NOISE ABATEMENT PROCEDURES 2.3.1. GENERAL 2.4. RNAV 1 TRANSITION TO FINAL APPROACH 2.4.1. GENERAL 2.4.2. COMMUNICATION FAILURE 2.5. CONTINUOUS DESCENT OPERATIONS 2.6. CAT II/III OPERATIONS 2.7. RWY OPERATIONS 2.7.1. GENERAL 2.8. TAXI PROCEDURES 2.8.1. GENERAL 2.8.2. EAST CONFIGURATION 2.8.3. WEST CONFIGURATION - PARALLEL RWY OPERATION 2.8.4. WEST CONFIGURATION - SINGLE RWY OPERATION 2.8.5. NORTH CONFIGURATION 2.9. COMMUNICATION FAILURE 2.9.1. GENERAL 2.9.2. BEFORE IAF 2.9.3. IF ON RADAR VECTORS 2.9.4. DURING MISSED APPROACH 2.10. OTHER INFORMATION 3. DEPARTURE 3.1. APT-COLLABORATIVE DECISION MAKING (A-CDM)3.1.1. DEFINITIONS 3.1.2. GENERAL 3.1.3. APT SLOT AND FLIGHT PLAN VALIDATION 3.1.4. TOBT ALLOCATION 3.1.5. TSAT PUBLICATION 3.1.6. START-UP 3.1.7. PUSH-BACK 3.1.8. ATC AIP CLEARANCE REQUEST AND START-UP VIA DATALINK 3.1.9. REVERT TO VOICE PROCEDURES 3.2. DE-ICING 3.2.1. GENERAL 3.3. START-UP, PUSH-BACK AND TAXI PROCEDURES 3.3.1. GENERAL 3.3.2. PUSH-BACK DIRECTIONS 3.3.3. TAKE-OFF FROM INTERSECTIONS AND START OF RWY 06L/ 24R 3.4. STANDARD TAXI ROUTES 3.4.1. GENERAL 3.4.2. EAST CONFIGURATION 3.4.3. WEST CONFIGURATION - PARALLEL RWY OPERATION 3.4.4. WEST CONFIGURATION - SINGLE RWY OPERATION 3.4.5. NORTH CONFIGURATION 3.5. RWY OPERATIONS 3.5.1. RNAV1 DEPARTURE PROCEDURES 3.5.2. PROCEDURES FOR NON-PREFERENTIAL RWY s 3.5.3. MINIMUM RWY OCCUPANCY TIMES 3.6. NOISE ABATEMENT PROCEDURES 3.6.2. TAKE-OFF 3.7. VISUAL DEPARTURE PROCEDURES 3.8. COMMUNICATION FAILURE PROCEDURES

1. GENERAL

1.1. ATIS

D-ATIS Arrival 118.655 D-ATIS Departure 121.980

1.2. COMMUNICATION PROCEDURES

In order to avoid overloading ATC frequencies, abstain from requesting direct routes or elimination of speed or level restrictions during SID/STAR/TRANSITION procedures.

應避免取消

ATC shall give, as soon as possible, instructions to proceed by the most direct route and with the most continuous ascent/descent.

1.3. NOISE ABATEMENT PROCEDURES

1.3.1. GENERAL

Any ACFT certified pursuant to ICAO Annex 16, part II, Volume I, Chapter 2 shall not operate at the APT.

根據…的

Annexe 10 Environmental Protection Part II. AIRCRAFT NOISE CERTIFICATION Volume I — Aircraft Noise CHAPTER 2. Subsonic jet aeroplanes — Application for Type Certificate submitted before 6 October 1977 .

Any marginally compliant ACFT (subsonic civil jet ACFT in compliance with the certification limit values under ICAO Annex 16, part II, Volume 1, Chapter 3 by an accumulated margin not higher than 5 EPNdB) shall not operate at the APT, unless they hold an explicit exemption from AESA.

勉強符合明確豁免

CHAPTER 3. 1. Subsonic jet aeroplanes — Application for Type Certificate submitted on or after 6 October 1977 and before 1 January 2006 2. Propeller-driven aeroplanes over 8 618 kg — Application for Type Certificate submitted on or after 1 January 1985 and before 1 January 2006

EPNdB 是衡量人類對具有特殊頻譜特性和聲音持久性的飛機噪音的厭惡程度的標準。 ‣

AESA (Spanish: Agencia Estatal de Seguridad Aérea) 西班牙民航局 ‣

1.3.2. GROUND ENGINE TESTS

Engine tests at higher than idling may be accomplished at the engine test areas established for that purpose: TWY T2 nosing to the West in direction parallel to RWY 06L/24R TWY N1 nosing to the East in direction parallel to RWY 06L/24R

1.4. LOW VISIBILITY PROCEDURES (LVP)

1.4.1. GENERAL

Pilots shall be informed about application of LVP via ATIS or RTF.

When appropriate, the following phrase shall be broadcast by ATIS:

"Low Visibility Procedures in operation", if the procedures are applied in the whole maneuvering area.

"Low Visibility measures for departing RWY in force", if the measures are applied only for the take-off RWY.

During LVP, CAT II/Ill operations on RWYs 06L/R and 24L/R, departures from RWYs 06L/R and 24L/R.

The RWY configurations available in low visibility conditions are:

Parallel RWYs West configuration (arrivals RWY 24R, departures RWY 24L);

Parallel RWYs East configuration (arrivals RWY 06L, departures RWY 06R);

Single RWYs 24R, 24L, 06R or 06L.

RWY 02/20 cannot be used in low visibility conditions.

LVP in the maneuvering area shall be activated when any of the following weather conditions exist:

RWY 06L or 06R in use for ARR:

When RVR is 650m or below at any transmissometer of that RWY.

When ceiling is 300'/90m or below.

RWY 24L in use for ARR:

When RVR is 800m or below at any transmissometer of that RWY.
When ceiling is 250'/75m or below.

RWY 24R in use for ARR:

When RVR is 600m or below at any transmissometer of that RWY.
When ceiling is 250'/75m or below.

Low Visibility Take-off (LVTO) in parallel RWY operation, with RVR below 400m in the take-off RWY, LVP are applied only for the take-off RWY when the activation conditions of the criteria above for the arrival RWY have not been reached.

標準

Any notified or detected incident that might affect the LVP shall immediately be communicated to ACT to take appropriate decisions.

Tower shall supply RVR for RWYs in use directly, in the following order:

RVR TDZ: TDZ;

RVR MID: RWY MID POINT;

RVR END: RWY end.

1.4.2. ARRIVAL

Landing clearance shall be issued when ILS Sensitive Areas (LSA) are free, usually before the approaching ACFT is at 2 NM from the touchdown point. Landing clearance issue might be delayed until the ACFT is 1 NM from the TDZ point, if the pilot has been advised that they will receive late clearance.

敏感

Exit from RWY will take place via:

ARR 06L:

Exit to the North: P1.

Exit to the South: R1.

ARR 06R: G5.

ARR 24L: G8.

ARR 24R:

Exit to the North: P6 except code letter F ACFT that will accomplish this via Z6.

Exit to the South: R6.

If, for performance reasons, ACFT cannot leave through these exits, it shall notity TWR in the first communication so that the appropriate lights can be switched on.

In case of incidence with ATS surveillance systems, ACFT may be instructed to notify 'LSA free'

RWY 06L/24R: ACFT shall notify 'LSA free' :

if they exit to the North, when they stop seeing the last yellow light (from the series of alternating green and yellow lights) of the TWY centerline to the used RWY exit used. In that position they will be at safe distance from TWY T and out of the LSA;

if they exit to the South, once they have entered TWY N or they have crossed it.

RWY 06R/24L: ACFT shall notify 'LSA free' once they have entered TWY K or have crossed it.

Unless otherwise specified by ATC, ACFT vacating the RWY will have priority over those taxiing in the vicinity.

1.4.3. GROUND MOVEMENT

Pilots shall proceed to verify at every moment the ACFT position, especially at intersections, checking that taxiing is being executed under conditions of complete safety.

Ground movement shall be carried out according to LOW VIS TAXI ROUTES charted on 10-9 series and based on available TWY lights.

Pilots shall base the continuity of taxiing on the possibility of following the green TWY centerline lights.

The use of stands 245 thru 248 and 250 shall be restricted as far as possible. If any traffic parked in these positions request push-back, it shall be assisted by a signalman.

1.4.4. ACFT ON TAKE-OFF

Pilots in command of the ACFT shall request start-up of engines from ATC with RVR values equal to or above their take-off minima. ACFT shall notify ATC of the need for guided take-off as soon as possible. For departures from RWYs 06L and 24R, pilots shall notify if they require exit from S1, Ml or Z8, when requesting taxiing clearance.

1.4.5. ANOMALOUS SITUATION IN MANEUVERING AREA

Uncertainty regarding Position in the Maneuvering Area

不確定性

If a pilot is in doubt about the position of the ACFT relative to the maneuvering area, or stops seeing green TWY centerline lights, he shall immediately stop the ACFT and notify ATC of these circumstances (including the last known position).

In situations where the pilot doubts about the position of the ACFT relative to the maneuvering area, but he recognizes that the ACFT is on a RWY, the pilot shall immediately notify ATC (including the last known position) of this circum-stance. He shall evacuate the RWY as soon as possible if he is able to locate appropriate TWY nearby, unless otherwise specified by ATC. Then he shall stop the ACFT.

情況

If ATC aware that an ACFT has lost its position on the maneuvering area, or is unsure of its position, appropriate measures to safeguard operations will be taken to assist the ACFT to determine its position.

Loss of Visual Contact between moving Elements

In event of loss of visual contact of an ACFT with other ACFT or a vehicle with which it is maintaining its own separation, the ACFT will immediately inform ATC and will stop. ATC will take the measures it deems fit.

ACFT Failure

ACFT shall notify the situation to ATC and shall wait for the arrival of assist-ance. In case it is on a RWY, if possible and unless otherwise specified by ATC, it shall evacuate it.

救援人員

1.4.6. COMMUNICATIONS FAILURE

Departing ACFT shall continue on the assigned route to stop at the limit of ATC clearance, taking extreme caution, where it shall hold its position and wait for the arrival of an assistance vehicle. If an arriving ACFT has just landed, it shall hold position vacating the Sensitive Area (LSA) and shall wait for the arrival of an assistance vehicle. If the ACFT already holds an ATC taxiing clearance, it shall continue with extreme caution on the assigned route to the ATC clearance limit, where it shall hold its position and wait for the arrival of an assistance vehicle.

1.5. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM

1.5.1. OPERATION OF MODE S TRANSPONDERS WHEN ACT IS ON GROUND

ACFT operators shall ensure that Mode S transponders are able to operate when ACFT is on the ground.

Pilots shall:

Select AUTO Mode and assigned Mode A code. If AUTO Mode is not available, select ON (e.g. XPDR) and assigned Mode A code:

From request for towed push-back or taxi, whichever is earlier;

After landing, continuously until ACFT is fully parked on stand;

When fully parked on stand, select STBY.

Whenever ACFT is capable of reporting ACFT ident (i.e. call sign used in flight), this should also be entered (by means of the FMS or the transponder control panel) from request for towed push-back or taxi, whichever is earlier. Aircrew must use ICAO defined format to enter the ACFT ident (e.g. BAW123, CSZ888,...).

In order to ensure that performance of systems based on SSR frequencies (including airborne TCAS units and SSR radar) is not affected, TCAS shall not be selected before receiving the clearance to line-up and wait, and should be deselected after vacating the RWY.

For ACFT taxiing without flight plan, Mode A code 2000 should be selected.

1.6. RWY OPERATIONS

1.6.1. PREFERENTIAL RWY CONFIGURATIONS

Except when any of the following conditions are present or expected:

Dry or wet WY with braking action less than good;

Ceiling below 500' AAL;

Visibility lower than 1.9km/1NM;

Notified or forecast wind gradient or storms on approach or departure;

Traffic conditions, operational needs, safety situations or other meteorological conditions preclude it.

‣ 类似于风切变?

ATC will maintain the preferential configurations described below up to wind components of 10 KT tailwind, gusts included, and/or 20 KT crosswind. Changing may be considered from a tailwind of 7 KT.

Daytime configuration between 0700-2300LT

Preferential: West configuration parallel RWYs:

Arrivals RWY 24R;

Departures RWYs 24L and 24R.

Non-preferential: East configuration parallel RWYs:

Arrivals RWY 06L;

Departures RWYs 06L and 06R.

Nighttime configuration between 2300-0700LT

Preferential: North configuration intersecting RWYs:

Arrivals RWY 02;

Departures RWY 06R.

Non-preferential: West configuration single RWY:

Arrivals RWY 24L;

Departures RWY 24L.

Whenever traffic demand and weather and operational conditions so permit, the preferential nighttime configuration may be extended (North configuration intersecting RWYs) beyond 0700LT or advanced before 2300LT.

The use of RWY 24R is restricted to those ACFT that can justify the need for more RWY length than that available on RWY 24L, being mandatory to a SID RNAV1 DNP (Non-preferential take-off) departure procedure.

執行

The use of RWY 06L for take-off is restricted to those ACFT that can justify the need for more RWY length than that available on RWY 06R, being mandatory to carry out a SID DNP (Non-preferential take-off) departure procedure.

The justifications shall contain information about the performance of the ACFT and state explicitly whether the operation via RWY 06R/24L was not possible for reasons of performance and/or safety; it must be sent to Operations at the Airport and Environmental Care and Information Services (email: bcnoperaciones@aena.es; saimbcn@aena.es) within a period of 7 calendar days from the date of operations, except for ambulance flights with a STS/ MEDEVAC flight plan, rescue and State flights or flights servicing Autonomous Communities and other Local Authorities whenever they provide non-commercial public services that are exempt from this justification.

明確說明救援自治正當的理由不受限制

Flight Plan Quick Guide STS/ Special Handling Reasons MEDEVAC Life-critical Medical Flight 生命攸關的

When RWY 02 cannot be used for arrivals, West configuration will be used.

Only as a last resort, East configuration with arrivals on RWY 06L will be used.

萬不得已的情況下

ATIS message will provide information of the configuration in use.

1.7. TAXI PROCEDURES

1.7.1. GENERAL

Gate BN restricted to MAX code B ACFT. TWYs L12 thru L14 and U6 restricted to MAX code D ACT. TWYs ES1, FS1, GS1, HS1, LS1 and MS1 restricted to MAX code C ACFT. TWYs B, L and Q are used to access to stand. TWYs B6 thru B11, G3, G10, L8 thru L11, P2, P6, P7, Q6, Q7, Q8, U3R, U4, U5 and U7 restricted to MAX code E ACFT.

ACFT shall approach the RWY holding positions and intermediate holding positions as closely as possible. Pilots taxiing behind an ACFT stopped at a RWY holding position or intermediate holding position are responsible for keeping a safe distance from it. If there is any doubt as to whether an ACFT positioned at a RWY holding position or intermediate holding position may be overtaken safely, the taxiing ACFT shall halt, notify ATC and request alternate instructions.

1.7.2. STANDARD TAXI ROUTES

Reference is made to the general directions of taxiing expected as determined by the normal configurations. In any case, pilots shall follow taxiing instructions provided by ATC.

1.7.2.1. EAST CONFIGURATION (ELR)

Arrival RWY is 06L, departure RWY is 06R. General taxiing direction on TWY E is South. General taxiing direction on TWYs J, K, N and S is West. General taxiing direction on TWY M is East. General taxiing direction on TWY T is bidirectional.

1.7.2.2. WEST CONFIGURATION (WRL) - PARALLEL RWY OPERATION

Arrival RWY is 24R, departure RWY is 24L. General taxiing direction on TWYs D and E is South. General taxiing direction on TWYs J and S is West. General taxiing direction on TWYs K and M is East. General taxiing direction on TWYs K11 thru K8, N and T is bidirectional.

1.7.2.3. WEST CONFIGURATION (WLL) - SINGLE RWY OPERATION

Arrival RWY is 24L, departure RWY is 24L. General taxiing direction on TWYs N and T is West. General taxiing direction on TWYs J, K, M and S is East. General taxiing direction on TWY E is North. General taxiing direction on TWY D is South. General taxiing direction on TWYs K11 thru K8 is bidirectional.

1.7.2.4. NORTH CONFIGURATION (ENR

Arrival RWY is 02, departure RWY is 06R. General taxiing direction on TWYs J, K, N and S is West. General taxiing direction on TWYs M and T is East. General taxiing direction on TWY E is South.

1.7.2.5. CODE E ACFT TAXI PROCEDURES

The movement of code E ACFT must be made with 'oversteering' maneuver between TWYs S and T.

過度轉向

Code E ACFT will take off via RWY 20 from TWY U3L only.

1.7.2.6. CODE F ACFT TAXI PROCEDURES

Code F ACFT must taxi with their external engines idling on TWYs M16, T3 thru T14, S14, U1, U2, U3L and UB. Code F ACFT shall taxi following the standard routes to access the stands. There are some TWYs with taxiing restrictions for code F ACFT (certified to code E ACFT), due to reduced distance to an object or TWY width (see chart 10-9A1 limited distribution).

On TWYs with restrictions, ACFT shall not leave the TWY centerline.

The movement of code F ACFT must be made with 'oversteering' maneuver between TWYs S and T.

Code F ACFT will take off via RWY 20 from TWY U3L only.

1.8. PARKING INFORMATION

1.8.1. GENERAL

Stands 100 thru 101A, 103 thru 113A, 115 thru 129, 200 thru 246, 248 thru 296 equipped with Visual Docking Guidance System.

Access and exit to/from stand 214 for ACFT with wingspan of 171'/52m or more shall be exclusively performed via gate CS.

Helicopters to be parked preferably at stands 900 and 901 in ramp 32 or on stands 61 thru 63 in ramp 1, as directed.

1.8.2. PUSH-BACK

Push-back required on stands 1 thru 15, 22 thru 38, 42 thru 49, 55 thru 57, 95 thru 129, 136 thru 139, 181 thru 200 and 202 thru 296.

1.8.3. AUXILIARY POWER UNIT (APU)

The use of APT 400 Hz facilities is obligatory. The use of the air conditioning facilities will be obligatory if there is a need for cooling inside the ACFT. The use of the APU of the ACFT is prohibited in the stands subject to two different time windows:

強制性的

Positions in contact with the Terminal:

from 0700-2300LT

Within the period from 2 minutes after chocks are placed upon arrival to 6 minutes before the departure TOBT. The ACFT APU may only be used when the fixed units are not in operation or do not possess appropriate A/C capacity for that model of ACFT, and the mobile units are not available.

from 2300-0700LT

Within the period from 2 minutes after chocks are placed upon arrival to 5 minutes before the chocks are removed for departure. The APU may only be used when the fixed units are not in operation and the mobile units are not available.

Remote positions:

from 0700-2300LT

The use of the APU is prohibited, except 10 minutes after chocks are placed upon arrival and 10 minutes before the departure TOBT, except for wide-body ACFT, for which use is permitted 50 minutes before departure and 15 minutes after arrival. The ACT APU may only be used when the mobile units are not available.

from 2300-0700LT

The use of the APU is prohibited, except 10 minutes after chocks are placed upon arrival and 10 minutes before the chocks are removed for departure, except for wide-body ACFT, for which use is permitted 50 minutes before departure and 15 minutes after arrival. The ACFT APU may only be used when the mobile units are not available.

1.9. APT EMERGENCY PLAN

Air carriers without a designated APT representative for the purposes of coordinating emergency response actions will not be allowed to operate. This requirement is applicable, as of one year from its publication in the AlP, to regular passenger revenue flight and chartered flight companies that perform 24 or more arrivals or departures at the APT within three consecutive months.

代表連續

1.10. OTHER INFORMATION

APT closed for helicopter operations and ACFT whose MTOW is equal to or less than 2000kg except ambulance, emergency and State flights or flight servicing Autonomous Communities and other local entities, provided these are non-commercial public services.

APT closed for single-engine turboprop ACFT except seasonally cleared operators, ambulance, emergency and State flights or flights servicing Autonomous Communities and other local entities, provided these are non-commercial public services. Operators of single-engine turboprop ACT must request clearance at bcnoperaciones@aena.es 30 days prior to the change of season.

APT closed for ACFT without suitable radio equipment for continuous two-way radio communication with ATS.

Birds.

??? Birds?

2. ARRIVAL

2.1. SHORT COMMUNICATION PROCEDURE

In transfers of communications from the sectors of Barcelona, to BARCELONA Approach, the initial call shall be limited to the flight callsign to avoid congestion on the frequency: "Approach + Shenzhenair 888"

2.2. SPEED RESTRICTIONS

2.2.1. SPEED ADJUSTMENTS UNDER RADAR CONTROL

250 KT at SLP.

Speed adjustments on approach:

Speed will not be reduced below 160 KT until reaching 4NM to THR.

ACFT with a cruising speed lower than the mentioned above shall maintain cruising speed up to the adjusting fix concerned.

ATC shall be informed of the speeds that may be maintained, if unable to comply with the speed adjustments above.

2.3. NOISE ABATEMENT PROCEDURES

2.3.1. GENERAL

The following procedures have been established to avoid excessive noise in areas surrounding the APT.

Non-compliance may result in sanctions to ACFT operators.

受到製裁

Arrival paths will be radar monitored and noise level will be measured for each operation. In addition to Preferential RWY Configurations described in section 1. GENERAL/ RWY OPERATIONS and due to noise abatement, RWY 06R shall not be used for landings between 2300-0700LT, except for safety reasons or when there is no other RWY available. The use of RWY 24R or 06L for landings between 2300-0700LT shall be restricted to those ACFT which can justify the need for a RWY length higher than the RWY in use. The justification must be submitted to APT Operations within a period of 7 calendar days from the date of operation.

Ambulance flights with a STS/MEDEVAC flight plan, rescue and State flights or flights servicing to autonomous communities and other local authorities whenever they provide non-commercial public services and request it to ATC are exempted from the restrictions and the justification.

Plan descent to leave the IAF, or equivalent position, at FL070 or above to execute an uninterrupted descent to RWY, using a low resistance/thrust procedure.

相等的/等同的/等值的

Accomplish changes of ACT configuration and speed reductions gradually and at an adequate altitude to avoid unnecessary power increases at low height.

逐步地/平緩地

The final approach paths are considered noise abatement routes on the last 5NM before THR, thus, landing and approach operations in visual meteorological conditions will intercept the final approach before this point and will be performed with an angle equal to or higher than the ILS GP or PAPI of each RWY. Visual approaches in Left circuit to RWYs 06L/R will not be allowed, and nor shall visual approach in Right circuit to RWY 06L and RWYs 24L/R if these criteria are infringed.

2.3.2. REVERSE THRUST

The use of reverse thrust above idle is forbidden on RWYs 06L/24R and 02 between 2300-0700LT except for safety reasons. In this case it must be notified to the Environment Department of the APT as soon as possible. On RWYs 06R/24L it is not recommended to use reverse thrust above idle between 2300-0700LT.

2.4. RNAV 1 TRANSITION TO FINAL APPROACH

2.4.1. GENERAL

These procedures are published with the requirement of RNAV 1 navigation.

Vectoring guidance will be provided to traffic which cannot comply with the requirement of RNAV 1 navigation, inserting into the sequence of the rest of the traffic equipped with RNAV 1. If it were necessary, may be cleared to hold in the published conventional holding patterns over the IAF.

The operation mode will be based on the indicated transitions. An operation mode based on vectors from the IAF will be used only due to adverse meteorological conditions or a global failure of the systems enabling RNAV 1 navigation.

If the failure occurs on a specific ACFT, the pilot must notify ATC as soon as possible of the loss of the RNAV capability, together with their proposal for actions to be taken.

建議

The usual operation mode will be the following:

Traffic bound for LEBL will be cleared by the first sector of Barcelona TMA to the appropriate transition, although later it may not have to fly it in its entirety otherwise, it shall execute the holding patterns. 作爲一個整體

The possible cuts along the transition will be provided by the different sectors of Barcelona TMA through instructions of "Direct to" (DCT). As a result of this, if an ACFT has been instructed to proceed directly to a fix of a specific transition, it shall understand that it must follow the transition procedure from this fix.

The speed restrictions published in the transition will be mandatory unless ATC should issue clearance to the contrary. 相反的

The last instructions to intercept the final path will be provided by the final sector of Barcelona through the use of vectors to the LOC.

Traffics will not turn into the final approach without the ATC clearance. If an ACFT arrives at the end of the outbound leg and has not received instructions, it must maintain its heading.

In the transition clearance the RWY in service may be omitted because each designator is associated with only one RWY. 省略

2.4.2. COMMUNICATION FAILURE

Continue with the descent transition to the last level confirmed.

Overfly the final fix of the outbound section and maintain the heading for 2 minutes.

Turn into the inbound section and start the descent.

Complete an instrument approach procedure to the RWY in service for landings and land.

If this is not possible, accomplish the communications failure missed approach procedure.

2.5. CONTINUOUS DESCENT OPERATIONS

Depending on traffic situation and if no need for interrupting the descent is foreseen, ACFT will be cleared to proceed to a STAR, or by means of a "direct to" clearance to an intermediate fix of the STAR, to the IAF, to an intermediate approach fix or to the IF, to the minimum altitude of the lAF or the IF of the instrument approach procedure, in order to allow a continuous descent operation.

預見

2.6. CAT II/III OPERATIONS

RWYs 06L/R and 24L/R approved for CAT II/III operations; special aircrew and ACFT certification required.

2.7. RWY OPERATIONS

2.7.1. GENERAL

2.7.1.1. NORTH CONFIGURATION

ACFT shall preferably vacate RWY 02 via TWY UB and inform ATC if exit by the RWY end is needed.

2.7.1.2. WEST CONFIGURATION

ACFT landing by RWY 24L shall inform ATC if vacation by RWY end is needed.

2.7.2. MINIMUM RWY OCCUPANCY TIME

AD has High Intensity RWY Operations (HIRO) procedures. It is mandatory for ACFT to vacate the RWY as soon as possible.

To minimize RWY occupancy time and the occurrence of "go-arounds", pilots are reminded:

Whenever the conditions of the RWY so allow, they should use the following or earlier rapid exit TWYs (EXIT for RWY 02), unless otherwise instructed by ATC. Otherwise, they must notify ATC in the first communication with TWR:

ACFT Category due to Wake Turbulence	RWY 24L Dist THR - Rapid Exit RIGHT	RWY 24R Dist THR - Rapid Exit	RWY 24R Dist THR - Rapid Exit	RWY 06L Dist THR - Rapid Exit	RWY 06L Dist THR - Rapid Exit	RWY 06R Dist THR - Rapid Exit	RWY 02 Dist THR - Rapid Exit
	RIGHT	LEFT	RIGHT	LEFT	RIGHT	LEFT	LEFT
Super	G8 5587' 1703m	R6 6736' 2053m	P6(1) 6929' 2112m	P1 6115'	R1 5449'	G5 5587' 1703m	UB 6690'
Heavy	G8 5587' 1703m	R6 6736' 2053m	P6 6929' 2112m	P1 6115'	R1 5449'	G5 5587' 1703m	UB 6690'
Medium (JET)	G8 5587' 1703m	R5 5587' 1703m	P5 5305' 1617m	1864m	1661m	G5 5587' 1703m	UB 6690'

(1) Not suitable for ACFT with code letter F.

To vacate RWY expeditiously at the fastest speed commensurate with safety. 迅速地相當的/相稱的

To adjust RWY taxi speed after touchdown when it is evident that the ACFT cannot use the planned rapid exit TWYs, avoiding low speeds on the RWY. 顯然易見的

To ensure fully vacated before stopping.

With the exception of code letter F ACFT, if they cannot contact GMC, after vacating the RWY, they should hold short of taxiing until they have established this communication. Code letter F ACT shall proceed as indicated in section 2. ARRIVAL/TAXI PROCEDURES/GENERAL.

In intersecting RWYs operations, ACFT landing on RWY 24R shall maintain speed until crossing the intersection with RWY 02/20.

The following rapid exit TWYs are available, with their associated Ground frequencies:

RWY	Rapid Exit	Dist from THR	Frequency
06L	P1	6115' (1864m)	121.705
	R1	5449' (1661m)	121.655
	P2(1)	4282' (1305m)	121.705
	R2	3448' (1051m)	121.655
	P4	3100' (945m)	121.705
	R4	2464' (751m)	121.655
O6R	G4	6736' (2053m)	122.230
	G5	5587' (1703m)	122.230
	G6	4600' (1402m)	122.230
24L	G9	6736' (2053m)	122.230
	G8	5587' (1703m)	122.230
	G7	4600' (1402m)	122.230
24R	P6(1)	6929' (2112m)	121.705
	R6	6736' (2053m)	121.655
	R5	5587' (1703m)	121.655
	P5	5305' (1617m)	121.705
	R3	4623' (1409m)	121.655
	P3	4183' (1275m)	121.705
	(1) Not suitable for ACFT with code letter F.

Or else, the following exit TWYs are available, with their associated Ground frequencies:

RWY	Exit	Dist from THR	Frequency
02	U3L	8294' (2528m)	121.705
	UB	6690' (2039m)	121.705
06L	N1	9587' (2922m)	121.655
	S1 or T1	9587' (2922m)	121.705
	Z3	7900' (2408m)	121.705
	Y4	7680' (2341m)	121.655
06R	G1	8727' (2660m)	122.230
24L	G12	8727' (2660m)	122.230
24R P7（1） 10,223 (3116m) 121.705
	Y6 or Z6	9751'(2972m)	121.705
	(" Not suitable for ACFT with code letter F.

2.8. TAXI PROCEDURES

2.8.1. GENERAL

When vacating RWY, if taxiing instructions have not been received, all ACFT, except code letter F ACFT, shall stop at the end of the exit TWY segment.

Code letter F ACFT vacating it via:

TWY R6: halt on TWY N10 and hold short of gate ES.

TWY R1: halt on TWY N4 and hold short of RWY 02/20.

TWY Y6: halt on TWY N13 and hold short of gate CS.

TWYs Y2/Y4: halt on TWY N3 and hold short of TWY NM.

To reduce the risk of RWY incursions, pilots should follow the green TWY centerline lights (when they are switched on). If losing this visual reference, pilots must stop taxiing, notify their position and request instructions from ATC. Taxi instructions shall include clearance to cross active and non-active RWYs. If clearance is not received, ACFT shall hold at the holding position of the appropriate RWY.

2.8.2. EAST CONFIGURATION

2.8.2.1. TAXING TO TERMINAL T1

ACFT shall vacate RWY 06L and follow ATC instructions depending on their stand.

Ramp 9: To the North and follow ATC instructions.

Ramps 10, 11, 12 and 16: To the South and via TWY N until gate indicated by ATC.

Ramps 13, 14, 15 and 17: To the South and via TWYs N, E and J/K until gate indicated by ATC.

2.8.2.2. TAXIING TO TERMINAL T2

ACFT shall vacate RWY 06L to the North and follow ATC instructions.

2.8.3. WEST CONFIGURATION - PARALLEL RWY OPERATION

2.8.3.1. TAXIING TO TERMINAL T1

ACFT shall vacate RWY 24R and follow ATC instructions corresponding on their stand.

Ramp 9: To the North and follow ATC instructions.

Ramps 10, 11, 12 and 16: To the South and via TWY N/M until gate indicated by ATC.

Ramps 13, 14, 15 and 17: To the South and via TWYs N/M, E and J/K until gate indicated by ATC.

2.8.3.2. TAXIING TO TERMINAL T2

ACFT shall vacate RWY 24R to the North and follow ATC instructions.

2.8.4. WEST CONFIGURATION - SINGLE RWY OPERATION

2.8.4.1. TAXING TO TERMINAL T1

Ramp 9: Incorporation via TWYs K, J, E and T until gate indicated by ATC.

Ramps 10, 11, 12 and 16: Incorporation via TWYs K, J, E and N until gate indicated by ATC.

Ramps 13, 14, 15 and 17: Incorporation via TWY K up to the gate indicated by ATC.

2.8.4.2. TAXIING TO TERMINAL T2

Incorporation via TWYs K, J, E and S or T until gate indicated by ATC.

2.8.5. NORTH CONFIGURATION

2.8.5.1. TAXIING TO TERMINAL T1

Ramp 9: Incorporation via TWYs U and S until gate indicated by ATC.

Ramps 10, 11, 12 and 16: Incorporation via TWYs U, S until S7, E and N until gate indicated by ATC.

Ramps 13, 14, 15 and 17: Incorporation via TWYs U, S until S7, E and J/K until gate indicated by ATC.

2.8.5.2. TAXIING TO TERMINAL T2

Incorporation via TWYs U and S until gate indicated by ATC.

2.9. COMMUNICATION FAILURE

2.9.1. GENERAL

If available, call +34 933 786 137.

2.9.2. BEFORE IAF

Proceed to the IAF as follows:

If cleared for STAR, proceed to the IAF designated for the STAR cleared. If using radar vectors, proceed in the most direct manner possible to intercept the STAR up to the IAF. Maintain last cleared level or altitude which has been acknowledged and enter the holding pattern. Initiate descent after completing one holding, or at EAT when this has been received, whichever is later. Execute the transition procedure to the communication failure approach to conduct the published ILS approach and land, while if not equipped for RNAV carry out a published VOR approach from the IAF to the RWY in service for landings and land. If this is not possible, accomplish the communication failure missed approach procedure.

2.9.3. IF ON RADAR VECTORS

Maintain last cleared altitude which has been acknowledged. Proceed to intercept final approach heading to complete this and land. If this is not possible, accomplish the LOST COMM missed approach procedure.

2.9.4. DURING MISSED APPROACH

Do not initiate the missed APCH before the MAP. Intercept the "MISSED APCH WITH LOST COMM" procedure on the corresponding approach chart. 相應的

Complete at least one holding at the appropriate communications failure holding fix:

SLL for RWYs 02, 06L and 24R;

VIBIM for RWY 06R;

RULOS for RWY 24L;

Execute the transition procedure to the communications failure approach to conduct a published ILS approach and land, while if not equipped for RNAV or RWY02, carry out the published VOR approach from the IAF to the RWY in service for landings and land.

2.10. OTHER INFORMATION

Non-certified ACFT for RNAV arrival procedures or other ACFT unable to follow them, must await radar vectoring to follow the same path as the RNAV procedure.

3. DEPARTURE

3.1. APT-COLLABORATIVE DECISION MAKING (A-CDM)

3.1.1. DEFINITIONS

TOBT: Time at which the air carrier or the ground handling agent expects to be ready, with the doors closed, airbridge disconnected and ACFT push-back equipment connected.

地面服務代理

TSAT: Estimated Start-Up Time calculated based on the TOBT, taxi time from the stand, the CTOT (if subject to regulation) and the APT operational capacity.

SOBT: Scheduled Off-Block Time.

3.1.2. GENERAL

The A-CDM processes start 3 hours prior to the Estimated Off-Block Time (EOBT) and end with ACFT take-off. Throughout the process, all flight-related information must be kept up-to-date.

整個過程中

To prevent flight plans from being suspended automatically, the EOBT and TOBT must be kept up-to-date until the request for start-up, following the TSAT, so that the traffic flow enables departure to occur as close to TTOT as possible.

3.1.3. APT SLOT AND FLIGHT PLAN VALIDATION

Three hours prior to EOBT, the Flight Plan (FPL) information filed in the A-CDM system will be validated with respect to the APT slot, and the flight destination and the type of ACFT must coincide with the EOBT of the FPL initially filed in both the SOBT.

與…一致

3.1.4. TOBT ALLOCATION

As soon as the air carrier or the ground handling agent has the information on the TOBT, the TOBT shall be allocated in the A-CDM system.

Throughout the process, the TOBT must be updated based on the flight information available to the airline or the ground handling agent.

The EOBT must be in line with the TOBT at all times. If there is more than a 10 minute difference between the two, the system will generate an alarm and an automatic message will be sent to the air carrier and ground handling agent, who must update the TOBT and/or EOBT with a DLA delay message.

保持一致

3.1.5. TSAT PUBLICATION

30 minutes prior to the TOBT, the system will generate a TSAT. This time will be updated (automatically) successively based on the actual start-up sequence, the operational situation and the volume of regulated flights in the sequence.

（尤指使按照某種方式運作而）控制

For regulated flights, the TSAT will be generated based on the CTOT as soon as it is published. Regulated flights must keep the TOBT and EOBT updated, until start-up clearance is requested from ATC.

3.1.6. START-UP

ACFT may request ATC authorization from 30 minutes prior to their TOBT and may request start-up from:

5 minutes prior to their TOBT for CTOT regulated flights.

5 minutes prior to their TOBT until 5 minutes after for the rest of the flights.

剩餘部分/其餘

The ACFT on first call must provide the following information:

Report the ACFT type, series, stand and the ATIS message received;

Communicate the need to perform a cross-bleed start if required;

Report any possible restrictions in complying with local regulations (RNAV equipment, take-off performance, etc.).

ATC authorization will only be issued between 30 minutes and 5 minutes prior to TOBT.

If possible, BARCELONA Clearances will issue the start-up authorization within +/- 5 minutes of TOBT.

If this is not possible, a start-up request will be recorded in the A-CDM system and TSAT information will be provided. The start-up request log is equivalent to the REA message request for flights regulated with COT.

ATFCM USERS MANUAL (eurocontrol.int) The Ready (REA) message A REA may be sent between EOBT minus 15 minutes and the CTOT of the flight which may result in a flight being offered earlier CTOT or even take off time before its original EOBT. ‣ Flight Progress Messages Document

Once the start-up request has been recorded and TSAT information has been provided, in order to avoid saturating the CLR frequency, pilots will refrain from making successive calls before receiving the call from BARCELONA Clearances to approve their start-up in accordance with the updated TSAT.

使充滿/使飽和避免/節制連續地依照規則（法律，意願等）

If BARCELONA Clearances does not receive a start-up request within 5 minutes after TOBT has been given, the flight will lose its TSAT and its start-up will not be authorized. It will be required to receive a new updated TOBT and EOBT so that the flight can be sequenced again and receive a new TSAT. The TOBT and/or EOBT update can only be done by the airline or its ground handling agent, so pilots will refrain from making requests to ATC in this regard.

在這／那方面

3.1.7. PUSH-BACK

The push-back request should be submitted on the corresponding (GMC) frequency and begin within 5 minutes after the receipt of start-up clearance. Push-back clearance is given by GMC only. At remote stands, the taxi request must be made within 10 minutes after receiving start-up clearance.

3.1.8. ATC AIP CLEARANCE REQUEST AND START-UP VIA DATALINK

Datalink departure procedures are applied at Barcelona/Josep Terradellas-El Prat APT in the provision of ATC clearance and start-up services. In case of discrepancies, voice communications will always prevail over datalink.

不一致/差異優先於

The pilot may request the ATC clearance by Datalink Departure Clearance (DCL) in accordance with the start-up procedures with a maximum of 30 minutes before the TOBT (CDM mode) or EOBT (without CDM).

The pilot must request ATC and S/U clearance together via RCD. The RCD message (Departure Clearance Request) must contain the following information:

super user?

DATA LINK CAPABILITIES AND INTRODUCTION OF CPDLC/DCL SERVICES The Departure Clearance (DCL) function:
departure clearance request (RCD), Downlink – RCD;
departure clearance uplink (CLD), Uplink – CLD;
departure clearance read back (CDA), Downlink – CDA; and
flight system message (FSM), Uplink – FSM.

AFT callsign in accordance with the filed Flight Plan (FPL);

Aerodrome of origin;

ACFT stand;

Destination aerodrome;

Letter corresponding to the ATIS information received;

ICAO ACFT type designator.

Any free text sent via the RCD by the pilot will not be considered by the ATC.Special requests will always be made via voice communications.

The pilot will receive a message acceptance "RCD RECEIVED" or cancellation "RCD REJECTED" .

When communicating approval, Barcelona Clearances will issue a CLD message with the following fields:

ACFT callsign;

Destination aerodrome;

Assigned RWY for departure;

Take-off procedure (SID); Note: The initial altitude will correspond to the published SID;

SSR code mode A (SQUAWK);

ADT (Approved Departure Time); Note: ADT = CTOT of the flight, if applicable;

Next frequency;

Current ATIS information letter;

Additional information, which will include start-up clearance or instructions to request it in case of failure to comply with the startup approval parameters. 範圍/規範

When a CLD message is sent in the valid range of TOBT and TSAT, ATC clearance and start-up will be received. If not ready for start-up, the pilot must not accept the authorization and will either send a new message or contact via voice communications to the controller when ready.

When an FSM message of the type "REVERT TO VOICE PROCEDURES" is received, communication via datalink will be terminated and must be reverted to voice procedures.

When a CLD message is received, the pilot:

If any inconsistencies in the received message are detected, the pilot must revert to voice procedures and request a new authorization. 不一致

If the pilot considers the authorization CLD message to be correct, he/she must respond via datalink with a CDA message (Departure Clearance Echo back). 不一致 ?

If a CDA message is not received by the pilot within the waiting time, or a CDA that is inconsistent with the previous CLD message received, communication via datalink will be terminated and a "CDA REJECTED" message will be received in the FMS.

When the correct CDA message is received, the ATC system will send the ACFT a "CLEARANCE CONFIRMED" message in the FMS and will terminate the communication via datalink.

The request for push-back must be requested on the corresponding GMC frequency and initiated within 5 minutes from the reception of the start-up clearance.

Authorization for push-back can only be given by GMC. In remote ACFT stands, the taxiing request must be made within 10 minutes of receiving the start-up clearance.

3.1.9. REVERT TO VOICE PROCEDURES

Upon receiving a message of the type "REVERT TO VOICE PROCEDURES", or in the event of any inconsistency in the authorization received, the pilot will contact via voice communications with the controller and request a new authorization.

3.2. DE-ICING

3.2.1. GENERAL

An ACFT de-icing area has been established for ACFT up to 171'/52m wingspan on stands of ramp 17 or ramp 9 according to the hired handling agent.

In case of saturation in the stands of ramp 17, a contingency de-icing position has been established in the TWY MS1 in ramp 17. Guidance services with Follow-me vehicle shall be provided to ACFT needing to carry out the de-icing at TWY MS1.

The de-icing of ACFT with code letter E or greater will be done on the stands where ACFT are parked.

3.2.2. OPERATION IN DE-ICING AREA (WINGSPAN LESS THAN 171'/52 m)

不涉及A330

When the pilot requests clearance to start up, the need for de-icing operation shall be reported. Start-up authorization may be cleared according to the operational needs and the sequence of requests for de-icing instead of TSAT (Target Start-up Approval Time). Pilots shall maintain permanent watch on Tower (GND) frequency corresponding to the de-icing area [Tower (GND) S for ramp 17 and Tower (GND) N for ramp 9].

Once the de-icing operation is finished, the pilot shall notify on Tower (GND) frequency corresponding to the de-icing area that he is ready for departure and, when cleared, he shall leave the de-icing area as soon as possible. Clearance to enter the de-icing area shall be granted once the previous ACFT has vacated it. The pilot-in-command shall make sure that the ACFT is properly located on the stand in order to safeguard the movement of the de-icing equipments through the area.

De-icing operations of ACFT shall be carried out with the engines idling and ready to take-off, or with engines off using ACFT APU. For the de-icing operation of a 4-engines ACFT, the agent in charge of the de-icing operation may require the pilot to turn off some of the outer engines.

When an ACFT cannot leave the de-icing area under its own power, the operator responsible for it is obliged to remove it immediately from the mentioned area according to the established procedure with its handling agent.

An operator of the handling agent (or the company, if required by its own proce-dures) shall contact the pilot-in-command of the ACFT by means of JACK communication, reporting the de-icing service conclusion.

3.3. START-UP, PUSH-BACK AND TAXI PROCEDURES

3.3.1. GENERAL

All ACFT without RNAV 1 approval or unable to comply with RNAV 1 procedures shall notify BARCELONA Clearance at first communication.

Additionally Jet ACFT shall notify Tower frequency on first communication if unable to maintain:

minimum IAS of 190 KT at BL700/ BL707 in RWY 02, BL700 in RWY 06R, PERAL/ BL800 in RWY 20/24L;

minimum IAS of 210 KT at BL828/ BL829/ BL831 in RWY 24R.

ACFT must be ready for towed push-back or taxiing within the next 5 minutes to the approved start-up time; otherwise pilots shall contact ATC.

All ACFT with a wingspan of 171'/52m or above or an overall height at or above 49'/14.86m shall report ACFT type on the first call to BARCELONA Ground.

Powerback push-back is prohibited.

‣

At all stands in contact with the Terminal, engine start-up at more than idle speed is prohibited until the ACFT has completed the push-back and has been expressly authorized.

When ACFT is ready for push-back and/or taxiing, it shall request clearance on the taxiing frequency before starting the towing and/or taxiing.

Engine cross-bleed start must be requested from BARCELONA Ground.

3.3.2. PUSH-BACK DIRECTIONS

STANDS	PUSH-BACK WITH NOSE TO
95, 96, 181 thru 185	South
100 thru 102, 126 thru 129, 245, 246, 250, 252	East
138, 138A, 139, 295	West
200, 202	West (compulsory if stand 200R is occupied)
214	ACFT A332 are required to push-back nosing East.
217	Compulsory to North (continue to pull-forward for B777 ACFT)
220	It is forbidden to nose North for B737 ACFT.
277	East, ACFT A388 are required to push back up to TWY Q9.

3.3.3. TAKE-OFF FROM INTERSECTIONS AND START OF RWY 06L/ 24R

Pilots who request take-off from start of RWY 06L or RWY 24R must inform ATC during the first contact with BARCELONA Ground. The standard intersections are:

Y2, Y4, Z2, Z3 or Z4 for RWY 24R and Y5, Y6, Y7, Z5, Z6 or Z7 for RWY 06L.

On pilots request, ATC shall consider that the take-off distance available from intersection proposed is the minimum necessary for this particular ACFT.

3.4. STANDARD TAXI ROUTES

3.4.1. GENERAL

Under normal conditions ACFT will taxi following the STANDARD TAXI ROUTES corresponding to the configuration in use.

Under certain circumstances, ATC may authorize an ACFT to shorten the standard route by crossing the RWY in use. In this case the crew must be in a position to accelerate the crossing of the RWY in use and may not taxi at low power ("reduced engine taxi"), notifying ATC otherwise.

在某些情況下

During the summer season, prior paragraph will not be applicable to general aviation ACFT coming from Ramps 0 and 1, except for State flights, ambulance flights with a MEDEVAC flight plan, rescue flights or flights providing non-commercial services to public entities. 實體

3.4.2. EAST CONFIGURATION

Unless otherwise instructed by ATC, ACFT shall exclusively use G11 and G12 at RWY 06R holding position. G10 only available if instructed by ATC. Use Gate indicated by ATC, then taxi to TWY U, S, M, E, J, K to holding point RWY 06R.

3.4.3. WEST CONFIGURATION - PARALLEL RWY OPERATION

Unless otherwise instructed by ATC, ACFT shall exclusively use G1 and G2 at RWY 24L holding position. G3 only available if instructed by ATC.

3.4.3.1. TAXIING FROM TERMINAL T1

Ramp 9: Use Gate indicated by ATC, then taxi to TWY S, M, E or D, K to holding position RWY 24L. Ramp 10, 11, 12 and 16: Use Gate indicated by ATC, then taxi to TWY M, E or D, K to holding position RWY 24L. Ramp 13, 14, 15 and 17: Use Gate indicated by ATC, then taxi to TWY K to holding position RWY 24L.

3.4.3.2. TAXIING FROM TERMINAL T2

Use Gate indicated by ATC, then taxi to TWY U, S, M, E or D, K to holding point RWY 24L.

3.4.4. WEST CONFIGURATION - SINGLE RWY OPERATION

Unless otherwise indicated by ATC, ACFT shall exclusively use TWYs G1 and G2 at the RWY 24L holding position.

3.4.4.1. TAXIING FROM TERMINAL T1

Ramp 9: Use gate indicated by ATC, then taxi via TWYs S until S7, D and K to holding position RWY 24L. Ramps 10, 11, 12 and 16: Use gate indicated by ATC, then taxi via TWYs M until M6, D and K to holding position RWY 24L. Ramps 13, 14, 15 and 17: Use gate indicated by ATC, then taxi via TWY K to holding position RWY 24L.

3.4.4.2. TAXIING FROM TERMINAL T2

Use gate instructed by ATC, then taxi via TWYs S until S7 or T until T6, D and K to holding position RWY 24L.

3.4.5. NORTH CONFIGURATION

Unless otherwise instructed by ATC, ACFT shall exclusively use G11 and G12 at RWY 06R holding position. G10 only available if instructed by ATC.

3.4.5.1. TAXIING FROM TERMINAL T1

Ramp 9: Use gate indicated by ATC, then taxi via TWYs T until T8, E, J and K to holding position RWY 06R. Ramps 10, 11, 12 and 16: Use gate indicated by ATC, then taxi via TWYs M, E, J and K to holding position RWY 06R. Ramps 13, 14, 15 and 17: Use gate indicated by ATC, then taxi via TWYs J and/or K to holding position RWY 06R.

3.4.5.2. TAXING FROM TERMINAL T2

Use gate indicated by ATC, then taxi via TWYs S until S7 or T until T8, E, J and K to holding position RWY 06R.

3.5. RWY OPERATIONS

3.5.1. RNAV1 DEPARTURE PROCEDURES

SIDs are published with an RNAV1 requirement. If ACFT operations are not approved for RNAV1, this must be notified in the first communication with clearance. Wait for the contingency departure associated with the RWY-in-use for take-offs.

3.5.2. PROCEDURES FOR NON-PREFERENTIAL RWY s

In segregated operations with West configuration (ARR24R/DEP24L), use of RWY 24R shall be carried out as departure procedure using the SID RNAV1 DNP (Non-preferential take-off). ACFT without RNAV1 operational approval shall be instructed to proceed according to the appropriate contingency departure.

In segregated operations with East configuration (ARR06L/DEPO6R), use of RWY 06L shall be carried out as departure procedure using the SID RNAV1 DNP (Non-preferential take-off). ACFT without RNAV1 operational approval shall be instructed to proceed according to the appropriate contingency departure.

3.5.3. MINIMUM RWY OCCUPANCY TIMES

Pilots should be ready for departure when reaching the RWY holding position. On receipt of line-up clearance, pilots should ensure that they are able to taxi and line up on the RWY as soon as the preceding ACT has commenced either its takeoff run or landing roll.

Pilots, in receipt of a conditional line-up clearance on a preceding landing/ departing ACFT (for example: "ABC123, behind the departing Prat Airlines A320, line up and wait RWY 24L, behind"), may cross the RWY holding position (subject to there being no illuminated stop bar) as soon as the preceding landing/departing ACFT has passed its position at the holding bay.

Pilots who require additional separation (due to wake turbulence or other reasons), shall notify ATC as soon as possible and before crossing the RWY holding point. Pilots should be able to commence the take-off run immediately when takeoff clearance is issued. Pilots unable to comply with this requirement shall notify ATC as soon as possible and await instructions. When appropriate, ATC could cancel the clearance and instruct the ACFT to vacate the RWY.

開始/著手

The standard intersections to take-off are:

RWY 20: UB

RWY 24: Y2, Y4, Z2, Z3 and Z4

RWY 06L: Y5, Y6, Y7, Z5, Z6 and Z7

Departures from the beginning of RWY 06L and RWY 24R are allowed (see TAKEOFF FROM INTERSECTIONS AND START OF RWY 06L/24R).

3.6. NOISE ABATEMENT PROCEDURES

For additional depiction refer to 10-4.

3.6.1. GENERAL

The following procedures have been established to avoid excessive noise in areas surrounding the APT. Non-compliance may result in sanctions to ACFT operators. Departure paths will be radar-monitored and noise level will be measured for each operation. In addition to Preferential RWY Configurations described in section 1. GENERAL/ RWY OPERATIONS and due to noise abatement, RWYs 02 and 20 shall not be used for take-off between 2300-0700LT, except for safety reasons or when there is no other RWY available. The use of RWY 24R or 06L for take-off between 2300-0700LT shall be restricted to those ACFT which can justify the need for a RWY length higher than the RWY in use. The justification must be submitted to APT Operations within a period of 7 calendar days from the date of operation.

Ambulance flights with a STS/ MEDEVAC flight plan, rescue and State flights or fights servicing to Autonomous Communities and other Local Authorities whenever they provide non-commercial public services and request it to ATC are exempted from the restrictions and the justification.

3.6.2. TAKE-OFF

Except for safety reasons or ATC instructions based on the same reasons, ACFT must follow the nominal trajectory of SID until they have reached 6000' unless over the sea, above 3500' in ascent and moving away from the coastline or at more than 3NM from the coastline being parallel.

（射體在空中的）軌跡上升

RNAV SIDs will preferably be adopted by ACFT able to reach the minimum altitudes at the relevant points on initial SID segments. 有關的

All ACFT which cannot comply with the previous instructions, will adopt the ICAO NADP1 procedure. 採納

REVIEW OF NOISE ABATEMENT PROCEDURE RESEARCH & DEVELOPMENT AND IMPLEMENTATION RESULTS DISCUSSION OF SURVEY RESULTS PANS-OPS, Volume 1, contains guidance for the development of a maximum of two noise abatement departure procedures (NADP’s) designed generally to mitigate noise either close in (NADP 1) to the airport, or further out (NADP 2) along the departure path.

ACFT may be exempted when using different procedures, which have been duly reported to APT management in advance, and proved to lead to a less acoustic impact, or due to properly justified safety reasons.

恰當地/適時地聲音的

3.7. VISUAL DEPARTURE PROCEDURES

For these visual departures noise abatement procedures shall not be applicable.

In certain circumstances (cumulonimbus clouds, storms, etc.) that prevent the use of publish SID,IFR flights may request a "visual departure" (heading after take-off) from ATC under the following conditions:

Between sunrise and sunset.

Weather conditions in take-off direction and subsequent initial climb permit visual flight conditions up to the Minimum Radar Altitude.

Departure from RWY 24L or 06R. Once lined up, the pilot shall propose a heading to ATC that provides a safe departure.

The pilot is responsible for maintaining obstacle clearance up to the Minimum Radar Altitude.

3.8. COMMUNICATION FAILURE PROCEDURES

If available, call +34 933 786 137.

Continue SID up to the TMA departure point, climbing to the last cleared level which has been acknowledged or the minimum safety altitude, whichever higher, maintain this for 7 minutes to continue climbing and continue in accordance with the updated flight plan.