VVNB — HA NOI/NOI BAI INTL
VVNB AD 2.1 AERODROME LOCATION INDICATOR AND NAME
VVNB — HA NOI/NOI BAI INTL
VVNB AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA
| 1 |
ARP coordinates and site at AD |
211318N - 1054820E Intersection of RWY 11L/29R and TWY N3 |
| 2 |
Direction and distance from (city) | 28 KM North from Ha Noi city |
| 3 |
Elevation/Reference temperature | 13 M/34°C |
| 4 |
Geoid undulation at AD ELEV PSN | NIL |
| 5 |
MAG VAR/Annual change | 2° W (2022)/NIL |
| 6 |
Name of aerodrome operator, address, telephone,telefax numbers, e-mail address, AFS address and, ifavailable, website address |
Post: Post: Civil Aviation Authority of Viet Nam (CAAV) Telephone: +84 24 38840114 ext: 625 Fax: +84 24 38542396 Email: naa@naa.gov.vn AFS: VVNBYAYX URL: NIL |
|
Post: Post: Airports Corporation of Viet Nam (ACV) Telephone: +84 24 38865047 Fax: +84 24 38865540 Email: vanthu.han@acv.vn AFS: VVNBYDYX URL: NIL | ||
| 7 |
Types of traffic permitted (IFR/VFR) | IFR/VFR |
| 8 |
Remarks | NIL |
VVNB AD 2.3 OPERATIONAL HOURS
| 1 | Aerodrome Operator | H24 |
| 2 |
Customs and immigration | H24 |
| 3 |
Health and sanitation | H24 |
| 4 |
AIS Briefing Office | H24 |
| 5 |
ATS Reporting Office (ARO) | H24 |
| 6 |
MET Briefing Office | H24 |
| 7 |
Air Traffic Service (ATS) | H24 |
| 8 |
Fuelling | H24 |
| 9 |
Handling | H24 |
| 10 |
Security | H24 |
| 11 |
De-icing | NIL |
| 12 |
Remarks | NIL |
VVNB AD 2.4 HANDLING SERVICES AND FACILITIES
| 1 |
Cargo-handling facilities | Conveyor belts and fork lift |
| 2 |
Fuel/oil types | Jet A1 |
| 3 |
Fuelling facilities/capacity | Trucks 10 000 US Gallons; trucks 1000 US GPM, Fuel hydrant system for Terminal |
| 4 |
De-icing facilities | NIL |
| 5 |
Hangar space for visiting aircraft | NIL |
| 6 |
Repair facilities for visiting aircraft | Available for aircraft ATR72, A320, A321, B737, … |
| 7 |
Remarks | NIL |
VVNB AD 2.5 PASSANGER FACILITIES
| 1 |
Hotels | Near the AD and in the city |
| 2 |
Restaurants | At Aerodrome and in the city |
| 3 |
Transportation | Buses, taxis and car hire |
| 4 |
Medical facilities | First aid at AD. Hospitals in the city |
| 5 |
Bank and Post Office | At AD. Open 0001 - 1100 UTC |
| 6 |
Tourist Office | Office in the city |
| 7 |
Remarks | NIL |
VVNB AD 2.6 RESCUE AND FIRE-FIGHTING SERVICES
| 1 |
AD category for fire-fighting | CAT 9 |
| 2 |
Rescue equipment |
Adequately provided as standard recommended by ICAO
|
| 3 |
Capability for removal of disabled aircraft |
|
| 4 |
Remarks | All airport emergency service personnel are trained in rescue and fire fighting as well as medical first-aid. |
VVNB AD 2.7 SEASONAL AVAILABILITY - CLEARING
| 1 |
Types of clearing equipment | NIL |
| 2 |
Clearance priorities | NIL |
| 3 |
Remarks | NIL |
VVNB AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA
| 1 |
Apron designation, surface and strength |
|
| 2 | Taxiway designation, width, surface and strength | |
|
Taxiway designation, width, surface and strength |
| |
| 3 |
Altimeter checkpoint location and elevation |
Location: NIL Elevation: NIL |
| 4 |
VHF omnidirectional radio range (VOR) checkpoints |
Including 3 VOR checkpoints as follows:
|
| 5 |
INS checkpoints | NIL |
| 6 |
Remarks |
|
| 6 |
Remarks |
|
| ||
|
VVNB AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS
| 1 |
Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands |
Taxiing guidance signs at all intersections with TWY, RWY and at allholding positions. Guide lines at apron.
| |
| 2 |
RWY and TWY markings and LGT | RWY: |
Markings: Lights:
|
| TWY: |
Markings:
Lights: | ||
| 3 |
Stop bars | Installed at the holding points line up RWY on TWYs P3, P4, P5, P6, P7, P8, P9, S1, S3, S4, S5, S6, S7, S8, S9, S10; on parallel TWY S at the intersection with exit rapid TWYs S4 and S7. | |
| 4 | Other runway protection measures | NIL | |
| 5 |
Remarks | NIL | |
VVNB AD 2.10 AERODROME OBSTACLES
|
In Area 2 | |||||
|---|---|---|---|---|---|
|
OBST ID/ |
OBST type |
OBST position |
ELEV/HGT |
Markings/Type, colour, lighting (LGT) |
Remarks |
| a | b | c | d | e | f |
| VVNBOB001 | TWR |
211244.8N 1054804.6E | 107/95 M | LGTD | Depicted on Aerodrome Obstacle Chart –Type B |
| VVNBOB002 | Antenna |
211501.1N 1055000.2E | 66/15 M | NIL | Depicted on Aerodrome Obstacle Chart –Type B |
| VVNBOB003 | Antenna |
211216.8N 1054856.2E | 65/53 M | Marked/LGTD | Depicted on Aerodrome Obstacle Chart –Type B |
| VVNBOB004 | Antenna |
211532.6N 1054634.3E | 63/51 M | Marked/LGTD | Depicted on Aerodrome Obstacle Chart –Type B |
| VVNBOB005 | Antenna |
211445.1N 1054622.1E | 63/51 M | Marked | Depicted on Aerodrome Obstacle Chart –Type B |
| VVNBOB007 | Antenna |
211155.1N 1054950.6E | 61/49 M | Marked | Depicted on Aerodrome Obstacle Chart –Type B |
| VVNBOB008 | Antenna |
211311.6N 1054609.4E | 59/47 M | Marked | Depicted on Aerodrome Obstacle Chart –Type B |
| VVNBOB009 | Antenna |
211340.1N 1054700.5E | 26/14 M |
| Depicted on Aerodrome Obstacle Chart – Type A – RWY 11L/29R and Aerodrome Obstacle Chart – Type B |
| VVNBOB012 | Tree |
211243.7N 1054935.5E | 20/9 M | NIL | Depicted on Aerodrome Obstacle Chart – Type A – RWY 11R/29L and Aerodrome Obstacle Chart – Type B |
| VVNBOB014 | Approach lighting |
211334.3N 1054652.2E | 18/ 6 M | Marked | Depicted on Aerodrome Obstacle Chart –Type A – RWY 11R/29L and Aerodrome Obstacle Chart – Type B |
| VVNBOB018 | Approach lighting |
211332.1N 1054660.0E | 15/4 M | Marked | Depicted on Aerodrome Obstacle Chart –Type A – RWY 11R/29L and Aerodrome Obstacle Chart – Type B |
| VVNBOB019 | LOC Antenna |
211249.3N 1054928.0E | 16/4 M | NIL | Depicted on Aerodrome Obstacle Chart –Type A – RWY 11R/29L and Aerodrome Obstacle Chart – Type B |
| VVNBOB022 | Antenna |
211246.6N 1054955.0E | 26/15 M |
Marked/ | Depicted on Aerodrome Obstacle Chart –Type A – RWYs 11L/29R và 11R/29L |
| VVNBOB024 | Antenna |
211238.0N 1055053.2E | 50/37 M | Marked | Depicted on Aerodrome Obstacle Chart –Type A – RWYs 11R/29L and 11L/29R |
| VVNBOB025 | Tree |
211339.1N 1054648.0E | 19/9 M | NIL | Depicted on Aerodrome Obstacle Chart –Type A – RWY 11R/29L |
| VVNBOB026 | House | 211258.6N 1054933.4E | 15/4 M | NIL | Depicted on Aerodrome Obstacle Chart – Type A – RWY 11L/29R and Aerodrome Obstacle Chart – Type B |
| VVNBOB027 | Antenna | 211256.3N 1054933.0E | 16/5 M | NIL | Depicted on Aerodrome Obstacle Chart – Type A – RWY 11L/29R and Aerodrome Obstacle Chart – Type B |
| VVNBOB028 | Antenna | 211238.4N 1055053.6E | 55/42 M |
| Depicted on Aerodrome Obstacle Chart – Type A – RWY 11L/29R |
| VVNBOB029 | Tree | 211344.2N 1054626.2E | 30/22 M | NIL | Depicted on Aerodrome Obstacle Chart – Type A – RWY 11R/29L |
| VVNBOB030 |
Lightning rod |
211333.8N 1054723.4E | 18/5 M |
Marked |
Depicted on Aerodrome Obstacle Chart - Type B |
| VVNBOB031 |
Approach lighting |
211335.0N 1054719.3E | 15/3 M |
Marked |
Depicted on Aerodrome Obstacle Chart – Type A – RWY 11L/29R and Aerodrome Obstacle Chart – Type B |
| VVNBOB032 |
Approach lighting |
211336.4N 1054714.4E | 16/4 M |
Marked |
Depicted on Aerodrome Obstacle Chart – Type A – RWY 11L/29R |
| VVNBOB033 |
Approach lighting |
211338.1N 1054708.4E | 17/5 M |
Marked |
Depicted on Aerodrome Obstacle Chart – Type A – RWY 11L/29R |
|
In Area 3 | |||||
|---|---|---|---|---|---|
|
OBST ID/ |
OBST type |
OBST position |
ELEV/HGT |
Markings/Type, colour, lighting (LGT) |
Remarks |
| a | b | c | d | e | f |
| To be developed | |||||
VVNB AD 2.11 METEOROLOGICAL INFORMATION PROVIDED
| 1 |
Associated MET Office | Noi Bai Aerodrome Meteorological Centre |
| 2 |
Hours of service | H24 |
| MET Office outside hours | NIL | |
| 3 |
Office responsible for TAF preparation | Noi Bai Aerodrome Meteorological Centre |
| Periods of validity | 24 HR (Updated every 6 hours with effect at 0000, 0600, 1200, 1800; issued not earlier than 1 hour and not later than 30 minutes prior to the beginning of TAF message validity period) | |
| 4 | Trend forecast | TREND |
| Interval of issuance | 2 HR | |
| 5 |
Briefing/consultation provided | MET consultant |
| 6 |
Flight documentation | Including charts or forms, containing meteorological information for a flight (Wind/Temp chart, SIGWX, OPMET data,…) |
| Language(s) used | English, Vietnamese | |
| 7 |
Charts and other information available for briefing or consultation | Available |
| 8 |
Supplementary equipment available for providing information | Briefing by weather forecasters |
| 9 |
ATS units provided with information | |
| 10 |
Additional information (limitation of service, etc.) | AFTN/AMHS address: VVNBYMYX |
VVNB AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS
|
Designations RWY NR |
TRUE BRG |
Dimensions of RWY(M) |
Strength (PCR) and surface of RWY and SWY |
THR coordinates RWY end coordinates THR geoid undulation | THR elevation and highest elevation of TDZ of precision APP RWY |
|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 |
| 11L | 107.20° | 3 200 x 45 |
Cement concrete |
211330.95N 1054733.25E NIL NIL |
THR 12.5 M NIL |
| 29R | 287.20° | 3 200 x 45 |
Cement concrete |
211300.28N 1054919.32E NIL NIL |
THR 12.7 M NIL |
| 11R | 107.20° | 3 800 x 45 |
Cement concrete |
211328.91N 1054710.85E NIL NIL |
THR 11.9 M NIL |
| 29L | 287.20° | 3 800 x 45 |
Cement concrete |
211252.52N 1054916.77E NIL NIL |
THR 12.2 M NIL |
| Designations RWY NR |
Slope of RWY-SWY |
SWY dimensions (M) |
CWY dimensions (M) |
Strip dimensions(M) |
Dimensions of runwayend safety areas (M) |
|---|---|---|---|---|---|
| 1 | 7 | 8 | 9 | 10 | 11 |
| 11L | 0.0069% | 100 x 45 | 400 x 300 | 3 520 x 300 | 240 x 90 |
| 29R | 0.0069% | 100 x 45 | 400 x 300 | 3 520 x 300 | 220 x 90 |
| 11R | 0.0067% | 100 x 45 | 340 x 300 | 4 120 x 300 | 180 x 90 |
| 29L | 0.0067% | 100 x 45 | 320 x 300 | 4 120 x 300 | 160 x 90 |
| Designations RWY NR |
Location and description of engineeringmaterial arresting system (EMAS) |
OFZ | Remarks |
|---|---|---|---|
| 1 | 12 | 13 | 14 |
| 11L | NIL | NIL | NIL |
| 29R | NIL | NIL | NIL |
| 11R | NIL | NIL | NIL |
| 29L | NIL | NIL | NIL |
VVNB AD 2.13 DECLARED DISTANCES
|
RWY Designator |
TORA (M) |
TODA (M) |
ASDA (M) |
LDA (M) |
Remarks |
|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 |
| 11L | 3 200 | 3 600 | 3 300 | 3 200 | NIL |
| 29R | 3 200 | 3 600 | 3 300 | 3 200 | NIL |
| 11R | 3 800 | 4 140 | 3 900 | 3 800 | NIL |
| 29L | 3 800 | 4 120 | 3 900 | 3 800 | NIL |
|
RWY Designator |
Remaining TORA (M) |
Remaining TODA (M) |
Remaining ASDA (M) |
LDA (M) |
Remarks |
|---|---|---|---|---|---|
| 7 | 8 | 9 | 10 | 11 | 12 |
| RWY 29L from the intersection with TWY S8 | 3 211 | 3 531 | 3 311 | NU | NIL |
| RWY 11R from the intersection with TWY S3 | 3 200 | 3 540 | 3 300 | NU | NIL |
| RWY 29R from the intersection with TWY P8 | 2 611 | 3 011 | 2 711 | NU | NIL |
VVNB AD 2.14 APPROACH AND RUNWAY LIGHTING
|
RWY Designator |
APCH LGT Type LEN INTST |
THR LGT colour WBAR |
VASIS (MEHT) PAPI |
TDZ, LGT LEN |
RWY Centre Line LGT Length Spacing Colour INTST |
RWY edge LGT LEN Spacing Colour INTST |
RWY End LGT colour WBAR |
SWY LGT LEN (M) colour |
Remarks |
|---|---|---|---|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 |
| 11L |
PALS CAT II 900 M LIH |
Green Available |
PAPI Left/3° | 900 M |
3 200 M 15 M White/red LIH |
3 200 M 60 M White, end 600 M yellow LIH |
Red NIL | NIL | NIL |
| 29R |
SALS 420 M LIH |
Green Available |
PAPI Left/3° | NIL |
3 200 M 15 M White/red LIH |
3 200 M 60 M White, end 600 M yellow LIH |
Red NIL | NIL | NIL |
| 11R |
PALS CAT II 900 M LIH |
Green Available |
PAPI Left/3° | 900 M |
3 800 M 15 M White/red LIH |
3 800 M 60 M White, end 600 M yellow LIH |
Red NIL | NIL | NIL |
| 29L |
SALS 420 M LIH |
Green Available |
PAPI Left/3° | NIL |
3 800 M 15 M White/red LIH |
3 800 M White, end 600 M yellow LIH |
Red NIL | NIL | NIL |
VVNB AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY
| 1 | ABN/IBN location, characteristics and hours of operation |
|
| 2 |
LDI location and LGT Anemometer location and LGT |
LDI: NIL Anemometer: At RWY 11L, 11R and 29L; lighted |
| 3 |
TWY edge lights, centre line lights and stop bars (if any) | See AD 2.9 |
| 4 |
Secondary power supply/switch-over time |
Secondary power supply:
Switch-over time:
|
| 5 |
Remarks | NIL |
VVNB AD 2.16 HELICOPTER LANDING AREA
| 1 |
Coordinates TLOF or THR of FATO Geoid undulation | NIL |
| 2 |
TLOF and/or FATO elevation M/FT | NIL |
| 3 |
TLOF and FATO area dimensions, surface, strength, marking | NIL |
| 4 |
True BRG of FATO | NIL |
| 5 |
Declared distance available | NIL |
| 6 |
APP and FATO lighting | NIL |
| 7 |
Remarks | NIL |
VVNB AD 2.17 ATS AIRSPACE
| 1 |
Designation and lateral limits | Noi Bai CTR: A circle, radius 30 KM centred on DVOR/DME NOB (211247N 1055006E) |
| 2 |
Vertical limits | SFC to 2 150 M (7000 FT) |
| 3 |
Airspace classification | C |
| 4 |
ATS unit call sign Language(s) | Noi Bai TWR English, Vietnamese |
| 5 |
Transition altitude | 2 750 M |
| 6 | Hours of applicability (or activation) | H24 |
| 7 |
Remarks | Noi Bai TWR provides ATC service only within R-10 KM (5 NM) centred on DVOR/DME NOB and from SFC to 600 M (2 000 FT). The service provision in other parts of CTR are delegated to Noi Bai APP. |
VVNB AD 2.18 ATS COMMUNICATION FACILITIES
|
Service designation |
Call sign |
Frequency |
Hours of operation | Theoretical Coverage |
Remarks |
|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 |
|
| APP | Noi Bai TMC | 125.100 MHZ | H24 | 90 KM | Primary frequency |
| 126.575 MHZ | H24 | 90 KM | Secondary frequency | ||
| 121.500 MHZ | H24 | 90 KM | Emergency frequency | ||
| Noi Bai ARR | 121.000 MHZ | H24 | 90 KM | Primary frequency | |
| 120.075 MHZ | H24 | 90 KM | Secondary frequency | ||
| 121.500 MHZ | H24 | 90 KM | Emergency frequency | ||
| TWR | Noi Bai TWR | 118.400 MHZ | H24 | 60 KM | Primary frequency |
| 118.900 MHZ | H24 | 60 KM | Secondary frequency | ||
| 121.500 MHZ | H24 | 90 KM | Emergency frequency | ||
| Noi Bai Delivery | 119.250 MHZ | H24 | Primary frequency | ||
| 125.225 MHZ | H24 | Stand by frequency | |||
| GND CTL | Noi Bai GND CTL | 121.900 MHZ | H24 | Primary frequency | |
| 121.650 MHZ | H24 | Stand by frequency | |||
| ATIS | Noi Bai | 127.000 MHZ | H24 |
- ATIS (power: 50W) - D-ATIS |
VVNB AD 2.19 RADIO NAVIGATION AND LANDING AIDS
| Type of aid,MAG VAR,Type of supportedOPS (for VOR/ILSMLS, givedeclination) |
ID |
Frequency |
Hours of operation |
Position of transmitting antenna coordinates |
Elevation ofdistancemeasuringequipment (DME)transmittingantenna | Servicevolumeradius fromthe GBASreferencepoint |
Remarks |
|---|---|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 |
|
NDB MM | K |
230 KHZ 75 MHz | H24 |
211340.55N 1054658.98E | 13 M | NIL |
Coverage: 16 KM. 288˚ MAG/970 M FM THR RWY 11L. |
|
NDB OM | KW |
320 KHZ 75 MHz | H24 |
211419.71N 1054444.55E | 30 M | NIL |
Coverage: 80 KM. 288˚ MAG/5 050 MFM THR RWY 11L |
| DVOR/DME | NOB |
116.100 MHZ CH 108X | H24 |
211246.8N 1055005.7E | NIL |
Coverage: 300 KM 108º MAG/1 400 M FM THR RWY 29R | |
| DVOR/DME | VPH |
113.900 MHZ CH 86X | H24 |
211633.6N 1053604.3E | NIL |
Coverage: 300 KM. 286º MAG/20 039 M FM THR RWY 11R | |
| ILS/LOC | NB | 110.500 MHZ | H24 |
211256.3N 1054933.2E | NIL |
Coverage: 25 NM Position: Located on RCL, 412 M from the THR 29R Note: After touchdown, aircraft do not use signal of LLZ 11L on RWY 11L (segment distance 0.5 NM - 0.7 NM after THR 11L) for automatic landing | |
| ILS/GP-DME |
329.600 MHZ CH 42X | H24 |
211331.3N 1054744.9E | NIL |
Coverage of GP: 10 NM, DME: 20 NM. Position: 320 M from the THR 11L; 110 M from the centre line of RWY 11L/29R. | ||
| ILS/LOC | NBA | 108.300 MHZ | H24 |
211249.3N 1054928.0E | NIL |
Coverage: 25 NM Position: 300 M from THR 29L. Note: After touchdown, aircraft do not use signal of LLZ 11R on RWY 11R (segment distance 0.9 NM - 1.1 NM after THR 11R) for automatic landing. | |
| ILS/GP-DME |
334.100 MHZ CH 20X | H24 |
211329.7N 1054722.3E | NIL |
Coverage of GP: 10 NM, DME: 200 NM. Position: 310 M from the THR 11R and 120 M from the centre line of RWY 11R/29L | ||
| ILS/LOC | INB | 111.900 MHZ | H24 | 211331.7N 1054701.1E | NIL |
Coverage: 25 NM Position: 295 M from THR 11R. | |
| ILS/GP-DME |
331.100 MHZ CH 56X | H24 |
211259.3N 1054907.4E | NIL |
Coverage of GP: 10 NM, DME: 200 NM. Position: 320 M from the THR 29L and 120 M from the centre line of RWY 11R/29L | ||
| ILS/LOC | INA | 109.300 MHZ | H24 |
211333.8N 1054723.5E | NIL | Position: 295 M from the THR 11L | |
| ILS/GP-DME |
332.000 MHZ CH 30X | H24 |
211306.8N 1054909.9E | NIL | Position: 320 M from the THR 29R; 110 M from the centre line of RWY 11L/29R |
VVNB AD 2.20 LOCAL AERODROME REGULATIONS
1 AIRPORT REGULATIONS
Meaning of markings and signs;
Information about aircraft stands including visual docking guidance systems;
Information about taxiing to and from aircraft stands including taxi clearance;
Marshaled assistance and towing assistance;
Note: Pilot shall read-back exactly and fully ATC clearance.
2 TAXIING TO AND FROM STANDS
2.1
Arriving aircraft will be allocated a stand number by Noi Bai Ground Control Unit. “Follow-me” car assistance will be provided on request of operators or pilots. However, “Follow-me” car assistance will be mandatory in bad weather conditions, limited visibility.
2.2
Departing aircraft shall contact Noi Bai Ground Control Unit to obtain ATC clearance before commencing taxiing on the frequency 121.9 MHz.
2.3 Aircraft manoeuvring procedure at the beginning of runway 11L
In order to avoid damage by jet blast to military aircraft positioning behind the holding line on the taxiway, all aircraft are requested to turn left at the specified point on the runway 11L for take-off.
2.4 Aircraft operational procedures
2.4.1 Operation limitations:
-
TWY P3: Due to distance between 2 the holding position line up RWY are APRX 30 m
-
When an aircraft is holding at the holding positions for RWY 11R/29L, RWY 11L/29R shall not be used for take-off or landing operations.
-
When an aircraft is holding at the holding positions for RWY 11L/29R, RWY 11R/29L shall not be used for take-off or landing operations.
-
-
TWY P4, P7: Due to distance between 2 the holding positions line up RWY are APRX 86 m.
-
When an aircraft of Code D (wingspan
up to but not includingup to but not including -
When an aircraft of Code D (wingspan
up to but not includingup to but not including 52 m) and equivalent is holding at the holding positions for RWY 11R/29L, RWY 11L/29R may be used for take-off and landing operations.
-
-
TWY P5, P6: Due to distance between 2 the holding positions line up RWY are APRX 81.5 m
-
When an aircraft of Code D (wingspan
up to but not includingup to but not including 52 m) and equivalent is holding at the holding positions for RWY11L/29R, RWY 11R/29L may be used for take-off and landing operations. -
When an aircraft of Code D (wingspan
up to but not includingup to but not including 52 m) and equivalent is holding at the holding positions for RWY 11R/29L, RWY 11L/29R may be used for take-off and landing operations.
-
-
TWY P8, P9: Due to distance between 2 the holding positions line up RWY are APRX 71 m
-
When an aircraft of Code D (wingspan
up to but not includingup to but not including 52 m) and equivalent is holding at the holding positions for RWY11L/29R, RWY 11R/29L may be used for take-off and landing operations. -
When an aircraft of Code D (wingspan
up to but not includingup to but not including 52 m) and equivalent is holding at the holding positions for RWY 11R/29L, RWY 11L/29R may be used for take-off and landing operations.
-
-
TWY S1, S3, S5, S6, S8, S9: When an aircraft is holding at the North intermediate holding position on TWY S, RWY 11R/29L shall not be used for take-off or landing operations (due to the distance of approximately 41.5 meters between the holding line for Runway 11R/29L and the intermediate holding line).
-
TWYs S3, S6, S8, S9: When there is aircraft on TWY, other aircraft must stop before the intermediate holding line at intersections and must not operate on TWY S (behind/after aircraft on TWYs S3, S6, S8, S9).
-
TWYs S4, S5, S7: One-way operation to vacate RWY 11R/29L.
-
TWY V8, S10: Two-way operation for aircraft
up toCode C (wingspanup to but not includingup to but not including 36 M) and equivalent. -
TWY V:
-
A portion from TWY V1 to taxilane W1 and a portion TWY V5 to TWY V7: Use for aircraft Code F (wingspan
up to but not includingup to but not including 68.5 m) and equivalent. -
A portion of TWY V (Apron 2) is not yet connected to TWY V (Hangar Apron).
-
Note:
-
Landing aircraft leaving RWY 11L/29R via TWY P3/P4/P5/P6/P7/P8/P9 must stop before RWY 11R/29L until ATC cleared allowed cross TWY 11R/29L.
-
This procedures is applied in case normal operating conditions. In case of construction or repair of RWY, TWY, APN will be applied aircraft operational procedures during the construction.
2.4.2 The aircraft operational procedures on RWYs, TWYs
2.4.2.1 For departures
2.4.2.1.1 RWY 11R
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft from stand → TWY V → TWY V1/V2/V3/V4/V5/V6/V7 → TWY S → TWY S1 → RWY 11R for departure
-
-
For stands from 71 to 86:
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY S1 → RWY 11R for departure.
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY V2/V3/V4/V5/V6/V7 → TWY V → TWY V1/V2/V3/V4/V5/V6 → TWY S → TWY S1 → RWY 11R for departure.
-
2.4.2.1.2 RWY 11L
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft from stand → TWY V → TWY V1/V2/V3/V4/V5/V6/V7 → TWY S → TWY S3 → cross RWY 11R/29L → TWY P3 → RWY 11L for departure.
-
Aircraft from stand → TWY V → TWY V1/V2/V3/V4/V5/V6/V7 → TWY S → TWY S6/S8 → RWY11R/29L → TWY P5/P6/P7/P8 → RWY 11L/29R → backtrack at the beginning of RWY 11L → RWY 11L for departure (apply for aircraft up to Code C and equivalent).
-
-
For stands from 71 to 86:
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY S3 → cross RWY 11R/29L → TWY P3 → RWY 11L for departure.
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY V2/V3/V4/V5/V6/V7 → TWY V → TWY V1/V2/V3/V4/V5/V6 → TWY S → TWY S3 → cross RWY 11R/29L → TWY P3 → RWY 11L for departure.
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY S6/S8 → RWY 11R/29L → TWY P5/P6/P7/P8 → RWY 11L/29R → backtrack at the beginning of RWY 11L → RWY 11L for departure (apply for aircraft
up toCode C and equivalent).
-
2.4.2.1.3 RWY 29L
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft from stand → TWY V → TWY V1/V2/V3/V4/V5/V6/V7 → TWY S → TWY S9/S10 → RWY 29L for departure.
-
-
For stands from 71 to 86:
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY S9/S10 → RWY 29L for departure.
-
2.4.2.1.4 RWY 29R
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft from stand → TWY V → TWY V1/V2/V3/V4/V5/V6/V7 → TWY S → TWY S9/S10 → cross RWY 11R/29L → TWY P9 → RWY 29R for departure.
-
Aircraft from stand → TWY V → TWY V1/V2/V3/V4/V5/V6/V7 → TWY S → TWY S6/S8 → RWY 11R/29L → TWYP5/P6/P8 → RWY 11L/29R → backtrack at the beginning of RWY 29R → RWY 29R for departure (apply for aircraft up to Code C and equivalent).
-
-
For stands from 71 to 86:
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY S9/S10 → cross RWY 11R/29L → TWY P9 → RWY 29R for departure.
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY S6/S8 → RWY 11R/29L → TWY P5/P6/P8 → RWY 11L/29R → backtrack at the beginning of RWY 29R → RWY 29R for departure (apply for aircraft
up toCode C and equivalent).
-
2.4.2.1.5 From the intersection of RWY 11R and TWY S3
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft from stand → TWY V → TWY V1/V2/V3/V4/V5/V6/V7 → TWY S →TWY S3 → the intersection of RWY 11R and TWY S3 for departure.
-
-
For stands from 71 to 86
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY S3 → the intersection of RWY 11R and TWY S3 for departure.
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY V4/V5/V6/V7 → TWY V → TWY V1/V2/V3/V4/V5/V6 → TWY S → TWY S3 → the intersection of RWY11R and TWY S3 for departure.
-
2.4.2.1.6 From the intersection of RWY 29L and TWY S8
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft from stand→ TWY V → TWY V1/V2/V3/V4/V5/V6/V7 → TWY S → TWYS8 → the intersection of RWY 29L and TWY S8 for departure.
-
-
For stands from 71 to 86:
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY S8 → the intersection of RWY 29L and TWY S8 for departure.
-
2.4.2.1.7 From the intersection of RWY 29R and TWY P8
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft from stand → TWY V → TWY V1/V2/V3/V4/V5/V6/V7 → TWY S → TWY S8 → cross RWY 11R/29L → TWY P8 → the intersection of RWY 29R and TWY P8 for departure
-
-
For stands from 71 to 86:
-
Aircraft from stand → TWY V → TWY V8/V9 → TWY S → TWY S8 → cross RWY 11R/29L → TWY P8 → the intersection of RWY 29R and TWY P8 for departure.
-
2.4.2.2 For landing aircraft
2.4.2.2.1 RWY 11R
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft after landing → TWY S5/S6/S7/S8/S9/S10 → TWY S → TWY V1/V2/V3/V4/V5/V6/V7 → TWY V → stand.
-
-
For stands from 71 to 86:
-
Aircraft after landing → TWY S5/S6/S7/S8/S9/S10 → TWY S → TWY V8/V9 → TWY V → stand
-
Aircraft after landing → TWY S5/S6 → TWY S → TWY V5/V6 → TWY V → TWY V6/V7 → TWY S → TWY V8/V9 → TWY V → stand.
-
2.4.2.2.2 RWY 11L
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft after landing → TWY P5/P6/P7/P8/P9 → cross RWY 11R/29L → TWY S6/S7/S8/S9/S10 → TWY S → TWY V1/V2/V3/V4/V5/V6/V7 → TWY V → stand
-
-
For stands from 71 to 86:
-
Aircraft after landing → TWY P5/P6/P7/P8/P9 → cross RWY 11R/29L → TWY S6/S7/S8/S9/S10→ TWY S → TWY V8/V9 → TWY V → stand.
-
Aircraft after landing → TWY P5/P6 → cross RWY 11R/29L → TWY S6 → TWY V6 → TWY V → TWY V7 → TWY S → TWY V8/V9 → TWY V → stand.
-
2.4.2.2.3 RWY 29L
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft after landing → TWY S1/S3/S4/S5/S6 → TWY S → TWY V1/V2/V3/V4/V5/V6/V7 → TWY V → stand.
-
-
For stands from 71 to 86:
-
Aircraft after landing → TWY S1/S3/S4/S5/S6 → TWY S → TWY V8/V9 → TWY V → stand.
-
Aircraft after landing → TWY S1/S3/S4/S5/S6 → TWY S → TWY V1/V2/V3/V4/V5/V6 → TWY V → TWY V2/V3/V4/V5/V6/V7 → TWY S → TWY V8/V9 → TWY V → stand
-
2.4.2.2.4 RWY 29R
-
For stands from 2 to 58, 1H, 2H, 3H, 9H:
-
Aircraft after landing → TWY P3/P4/P5/P6 → cross RWY 11R/29L → TWY S3/S4/S5/S6/S7 → TWY S → TWY V1/V2/V3/V4/V5/V6/V7 → TWY V → stand.
-
-
For stands from 71 to 86:
-
Aircraft after landing → TWY P3/P4/P5/P6 → cross RWY 11R/29L → TWY S3/S4/S5/S6/S7 → TWY S →TWY V8/V9 → TWY V → stand.
-
Aircraft after landing → TWY P3/P4/P5/P6 → cross RWY 11R/29L → TWY S3/S4/S5/S6/S7 → TWY S → TWY V1/V2/V3/V4/V5/V6 → TWY V → TWY V2/V3/V4/V5/V6/V7 → TWY S → TWY V8/V9 → TWY V → stand.
-
2.4.3 Aircraft operational procedures for commercial stands
2.4.3.1 Operational limitations of APN 1, 2:
-
Areas: Stands from 1A to 8; from 30 to 33; taxilane W1, W2 (a portion from stands 36B to 33); W4, W7, W11, W12, W14: Used for aircraft
up toCode C (wingspan up to but not including 36 m) and equivalent. -
For stands: From 1A to 8; from 31 to 33; from 37 to 42 and from 71 to 86:
-
Airlines, Ground handlers in charge of wing guard when aircraft is being push back/towing or self-taxiing in/out stands.
-
Aircraft self taxiing within the apron shall operate at minimum power.
-
-
This procedures are applied in case of normal operating conditions. In case of construction or repair of RWY, TWY, APN will be applied aircraft operational procedures during the construction.
-
For aircraft heading of (East or West), it is understood that aircraft shall stop being towed/pushed at specified position; the nose of the aircraft is on TWY centre line, aircraft longitudinal axis is parallel line with RWY centre line; the nose of the aircraft (North) is understood that aircraft shall stop being towed/pushed at specified position and the nose of the aircraft is on TWY centre line/taxilane centre line, aircraft longitudinal axis is perpendicular with RWY centre line.
2.4.3.2 Apron 1
|
Aircraft stand |
Aircraft operational procedures |
Operational limitations |
|---|---|---|
| 2, 3 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M
|
|
| 4, 5 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M
|
|
| 6 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M
|
|
| 7, 8 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M.
|
|
| 11 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M.
|
|
| 12 |
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M.
|
|
| 12A, 12B |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M
|
|
| 14 |
Used for aircraft A380 and equivalent, wingspan up to but not including 80 M
|
|
|
15, 16 |
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M
| |
| 17 |
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M
|
|
| 18, 19 |
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M.
|
Stand 18: Do not operate when there is aircraft parking at stand 18A or 18B. |
| 20, 21, 22 |
Used for aircraft B747-400, B777-300, A340-600 and equivalent, wingspan up to but not including 65 M.
| |
| 23 |
Used for aircraft B747-400, B777-300 and equivalent, wingspan up to but not including 65 M.
|
Do not operate when there is aircraft parking at stand 23A or 23B. |
| 24, 25, 26 |
Used for aircraft B747-400, B777-300, A340-600 and equivalent, wingspan up to but not including 65 M.
|
Stand 24: Do not operate when there is aircraft parking at stand 24A or 24B. |
| 27 |
Used for aircraft B747-400, B777-300, A340-600 and equivalent, wingspan up to but not including 65 M.
|
|
| 28 |
Used for aircraft A380 and equivalent, wingspan up to but not including 80 M
|
|
| 28A, 28B, 29 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M.
|
|
| 30 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M
| |
| 31 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M
| |
| 32, 33 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M
| |
| 35 |
Used for aircraft B747-8F and equivalent, wingspan up to but not including 68.5 M.
|
|
| 35A |
Used for aircraft Gulfstream G650ER and equivalent, wingspan up to but not including 30.5 M.
|
|
| 35B |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M.
|
|
| 36 |
Used for aircraft B747-8F and equivalent, wingspan up to but not including 68.5 M.
|
|
| 36A |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M
|
|
| 36B |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M.
|
Do not operate when there is aircraft parking at stand 36. |
| 37 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M.
|
|
| 38 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M.
|
|
| 39 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M.
|
|
| 40 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M.
|
|
| 41 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand. - For departing aircraft: Aircraft departure from stand → taxilane W4 → taxilane W3 →TWY V. b. Towing/pushing procedures for departing aircraft: Not applicable. |
|
| 42 |
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing: + Aircraft taxi via TWY V → taxilane W3 → taxilane W4 → stand; or + When there is no aircraft parking at stand 41: Aircraft taxi via TWY V → stand 41 → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - When there is no aircraft parking at stand 37/39/41: Pushback approved to stand 37/39/41; or - Pushback approved to face West via W4, W3, V; or - Pushback approved to face East via W4, W3, V; or - When there is no aircraft parking at stand 37/39/41: Pushback approved to face West via stand 37/39/41, V; or - When there is no aircraft parking at stand 37/39/41: Pushback approved to face East via stand 37/39/41, V. |
|
| 43 |
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M. a. Taxiing procedures: - For arriving aircraft: After landing: + When there is no aircraft parking at stand 43A: Aircraft taxi via TWY V → stand 43A → stand; or - For aircraft - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - When there is no aircraft parking at stand 43A: + Pushback approved to face West via stand 43A, V; or + Pushback approved to face East via stand 43A, V; or + Pushback approved to face North via stand 43A, V, W3/W5. - For aircraft + Pushback approved to face West via W4, W3, V; or + Pushback approved to face East via W4, W3, V; or + When there is no aircraft parking at stand 37/39/41/43A: Pushback approved to stand 37/39/41/43A. |
- Do not operate at the stop line "Do not use bridge" when there is aircraft parking at stand 43A. - Do not operate service road R7 (a portion from service road R8 to R9) when there is aircraft parking at the stop line "Do not use bridge". - Do not tow/push the aircraft to taxilane W5 when there is aircraft parking at stands 47A, 48A. - Do not operate aircraft with length from 70.8 M and above (do not applicable with operate aircraft at the stop line "Do not use bridge"). |
| 43A |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand. - For departing aircraft: When stand 43 operated for aircraft Aircraft departure from stand → taxilane W4 → taxilane W3 → TWY V. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West on V; or - Pushback approved to face East on V; or - Pushback approved to face North via V, W3/W5. |
- Do not operate at the stop line "Do not use bridge" when there is aircraft parking at stand 43. - Do not tow/push the aircraft to taxilane W5 when there is aircraft parking at stands 47A, 48A. | |
| 44 |
| |
|
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M. a. Taxiing procedures: - For arriving aircraft: When there is no aircraft parking at stand 44A: Aircraft taxi via TWY V → stand 44A → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: When there is no aircraft parking at stand 44A: - Pushback approved to face West via stand 44A, V; or - Pushback approved to face East via stand 44A, V; or - Pushback approved to face North via stand 44A, V, W3/W5. |
- Do not operate aircraft at the stop line "Do not use bridge" when there is aircraft parking at stand 44A. - Do not tow/push the aircraft to taxilane W5 when there is aircraft parking at stands 47A, 48A. | |
| 44A |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West on V; or - Pushback approved to face East on V; or - Pushback approved to face North via V, W3/W5. |
- Operate aircraft at the stop line "Do not use bridge" when there is aircraft parking at stand 44. - Do not tow/push the aircraft to taxilane W5 when there is aircraft parking at stands 47A, 48A. | |
| 45 |
| |
|
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West on V; or - Pushback approved to face East on V; or - Pushback approved to face North via V, W3/W5. |
- Do not tow/push the aircraft to taxilane W5 when there is aircraft parking at stands 47A, 48A. - Do not operate aircraft with length from 70.8 M and above. | |
| 46 |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West on V; or - Pushback approved to face East on V; or - Pushback approved to face North via V, W3/W5. |
Do not tow/push the aircraft to taxilane W5 when there is aircraft parking at stands 47A, 48A. | |
| 47 |
| |
|
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → taxilane W5 → stand - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - When there is no aircraft parking at stand 50/51: Pushback approved to stand 50/51; or - For aircraft code D and equivalent (wingspan up to but not including 52 M) and when there is no aircraft parking at stand 52: Pushback approved to stand 52; or - Pushback approved to face West via W5, V; or - Pushback approved to face East via W5, V. |
- Aircraft is not allowed to taxi or tow/push out/into stand when there is aircraft parking at stand 47A. - Aircraft is not allowed to push back to stand 50, 51, 52 when there is aircraft parking at stand 48A. - Do not operate aircraft with length from 70.8 M and above. | |
| 48, 49 |
| |
|
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → taxilane W5 → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - When there is no aircraft parking at stand 50/51: Pushback approved to stand 50/51; or - For aircraft code D and equivalent (wingspan up to but not including 52 M) and when there is no aircraft parking at stand 52: Pushback approved to stand 52; or - Pushback approved to face West via W5, V; or - Pushback approved to face East via W5, V. |
- Aircraft is not allowed to taxi or tow/push out/into stand when there is aircraft parking at stands 47A, 48A. - Do not operate aircraft with length from 70.8 M and above. | |
| 50 |
| |
|
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → taxilane W6 → stand. - For departing aircraft: When there is no aircraft parking at stand 47A: Aircraft departure from stand → taxilane W5 → TWY V. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West via W6, V; or - Pushback approved to face East via W6, V. |
Implement pushing procedure when there is aircraft parking at stand 47A. | |
| 51 |
| |
|
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → taxilane W6 → stand. - For departing aircraft: When there is no aircraft parking at stand 47A or 48A: Aircraft departure from stand → taxilane W5 → TWY V. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West via W6, V; or - Pushback approved to face East via W6, V. |
Implement pushing procedure when there is aircraft parking at stand 47A or 48A. | |
| 52 |
| |
|
Used for aircraft B767-400 and equivalent, wingspan up to but not including 52 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → taxilane W6 → stand. - For departing aircraft: When there is no aircraft parking at stand 47A or 48A: Aircraft departure from stand → taxilane W5 → TWY V. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West via W6, V; or - Pushback approved to face East via W6, V. |
Implement pushing procedure when there is aircraft parking at stand 47A or 48A. | |
| 53, 54A, 54B |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → taxilane W6 → stand. - For departing aircraft: Aircraft departure from stand → taxilane W7 → TWY V. b. Towing/pushing procedures for departing aircraft: Not applicable. |
Stands 54A, 54B: Do not operate when there is aircraft parking at stand 54. | |
| 54, 55 |
| |
|
Used for aircraft B747-8F and equivalent, wingspan up to but not including 68.5 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → taxilane W6 → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West via W6, V. - Pushback approved to face East via W6, V. - Pushback approved to face West via V, V7, S. - Pushback approved to face East via V, V7, S. |
- Stand 54: Do not operate when there is aircraft parking at stand 54A or 54B. - Stand 55: Do not operate when there is aircraft parking at stand 55A or 55B. | |
| 55A |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → taxilane W6 → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West via W6, V; or - Pushback approved to face East via W6, V. |
Do not operate when there is aircraft parking at stand 55. | |
| 55B |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → taxilane W6 → stand. - For departing aircraft: When there is no aircraft parking at stand 54: Aircraft departure from stand → taxilane W7 → TWY V. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West via W6, V; or - Pushback approved to face East via W6, V. |
Do not operate when there is aircraft parking at stand 55. | |
| 56, 57, 58 |
| |
|
Used for aircraft Gulfstream G650ER and equivalent, wingspan up to but not including 30.5 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West on V; or - Pushback approved to face East on V. |
- Stand 58: Do not operate when there is aircraft parking at stand 58A or 58B or 58C or 58D. - Do not operate aircraft with length from 32 M and above. | |
| 58A |
| |
|
Used for aircraft Cessna 208B EX and equivalent, wingspan up to but not including 16 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand 58C → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West on V; or - Pushback approved to face East on V. |
- Do not operate when there is aircraft parking at stand 58. - Aircraft is not allowed to taxi or tow/push out/into stand when there is aircraft parking at stand 58 or 58C. | |
| 58B |
| |
|
Used for aircraft Cessna 208B EX and equivalent, wingspan up to but not including 16 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand 58D → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West on V; or - Pushback approved to face East on V. |
- Do not operate when there is aircraft parking at stand 58. - Aircraft is not allowed to taxi or tow/push out/into stand when there is aircraft parking at stand 58 or 58D. | |
| 58C, 58D |
| |
|
Used for aircraft Cessna 208B EX and equivalent, wingspan up to but not including 16 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West on V; or - Pushback approved to face East on V. |
Do not operate when there is aircraft parking at stand 58. |
2.4.3.3 Apron 2
|
Aircraft stand |
aircraft operational procedures |
Operational limitations |
|---|---|---|
| 71, 72 | ||
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V8/V9 → TWY V → taxilane W11 → stand. - For departing aircraft: + Stand 71: When there is no aircraft parking at stand 75, aircraft departure from stand → stand 75 → taxilane W12 → TWY V → TWY V8/V9. + Stand 72: When there is no aircraft parking at stand 76, aircraft departure from stand → stand 76 → taxilane W12 → TWY V → TWY V8/V9. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face North on W11; or - Pushback approved to face West via W11, V; or - Pushback approved to face North via W11, V, W12; or - When there is no aircraft parking at stand 79A: Pushback approved to face North via W11, V, W14. |
Do not operate when there is aircraft parking at stand 75A. | |
| 73, 74 |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V8/V9 → TWY V → taxilane W11 → stand. - For departing aircraft: + Stand 73: When there is no aircraft parking at stand 77, aircraft departure from stand → stand 77 → taxilane W12 → TWY V → TWY V8/V9. + Stand 74: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West via W11, V; or - Pushback approved to face North via W11, V, W12; or - When there is no aircraft parking at stand 79A: Pushback approved to face North via W11, V, W14. |
Do not operate when there is aircraft parking at stand 77A. | |
| 75, 76 |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V8/V9 → TWY V → taxilane W12 → stand. - For departing aircraft: + Stand 75: When there is no aircraft parking at stand 71, aircraft departure from stand → stand 71 → taxilane W11 → TWY V → TWY V8/V9. + Stand 76: When there is no aircraft parking at stand 72, aircraft departure from stand → stand 72 → taxilane W11 → TWY V → TWY V8/V9. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face North on W12; or - Pushback approved to face West via W12, V; or - Pushback approved to face East via W12, V; or - Pushback approved to face North via W12, V, W11; or - When there is no aircraft parking at stand 79A: Pushback approved to face North via W12, V, W14. |
Do not operate when there is aircraft parking at stand 75A. | |
| 75A |
| |
|
Used for aircraft A380 and equivalent, wingspan up to but not including 80 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V9 → TWY V → taxilane W13 → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: Pushback approved to face East via W13, V. |
- Aircraft is not allowed to taxi or tow/push out/into stand when there is aircraft parking at stand 71 or 72 or 75 or 76 or 79 or 80. - Do not operate when there is aircraft parking at stand 71 or 72 or 75 or 76. - Do not operate service road R17 (a portion from stand 71/75 to stand 72/76) | |
| 77, 78 |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V8/V9 → TWY V → taxilane W12 → stand. - For departing aircraft: + Stand 77: When there is no aircraft parking at stand 73: Aircraft departure from stand → stand 73 → taxilane W11 → TWY V → TWY V8/V9. + Stand 78: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West via W12, V; or - Pushback approved to face East via W12, V; or - Pushback approved to face North via W12, V, W11; or - When there is no aircraft parking at stand 79A: Pushback approved to face North via W12, V, W14. |
Do not operate when there is no aircraft parking at stand 77A. | |
| 77A |
| |
|
Used for aircraft B747-8F and equivalent, wingspan up to but not including 68.5 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V9 → TWY V → taxilane W13 → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: Pushback approved to face East via W13, V. |
- Aircraft is not allowed to taxi or tow/push out/into stand when there is aircraft parking at stand 73 or 74 or 77 or 78 or 79 or 80 or 81 or 82. - Do not operate when there is aircraft parking at stand 73 or 74 or 77 or 78. - Do not operate service road R17 (a portion from stand 73/77 to stand 74/78). | |
| 79, 80 |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V8/V9 → TWY V → taxilane W12 → stand. - For departing aircraft: + Stand 79: When there is no aircraft parking at stand 83: Aircraft departure from stand → stand 83 → taxilane W14 → TWY V → TWY V8/V9. + Stand 80: When there is no aircraft parking at stands 84: Aircraft departure from stand → stand 84 → taxilane W14 → TWY V → TWY V8/V9. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face North on W12. - Pushback approved to face West via W12, V. - Pushback approved to face East via W12, V. - Pushback approved to face North via W12, V, W11/W14. |
Do not operate when there is no aircraft parking at stand 79A. | |
| 79A |
| |
|
Used for aircraft A380 and equivalent, wingspan up to but not including 80 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V9 → TWY V → taxilane W13 → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: Pushback approved to face East via W13, V. |
- Do not operate when there is aircraft parking at stand 79 or 80 or 83 or 84. - Do not operate service road R19 (a portion from stand 79/83 to stand 80/84). | |
| 81, 82 |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V8/V9 → TWY V → taxilane W12 → stand. - For departing aircraft: + Stand 81: When there is no aircraft parking at stands 85 and 79A: Aircraft departure from stand → stand 85 → taxilane W14 → TWY V → TWY V8/V9. + Stand 82: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face West via W12, V. - Pushback approved to face East via W12, V. - Pushback approved to face North via W12, V, W11. - When there is aircraft parking at stand 79A: Pushback approved to face North via W12, V, W14. |
Do not operate when there is aircraft parking at stand 81A. | |
| 81A |
|
|
|
Used for aircraft B747-8F and equivalent, wingspan up to but not including 68.5 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V9 → TWY V → taxilane W13 → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: Pushback approved to face East via W13, V. |
- Aircraft is not allowed to taxi or tow/push out/into stand when there is aircraft parking at stand 79 or 80 or 81 or 82 or 85 or 86. - Do not operate when there is aircraft parking at stand 81 or 82 or 85 or 86. - Do not operate service road R19 (a portion from stand 81/85 to stand 82/86). | |
| 83, 84 |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V8/V9 → TWY V → taxilane W14 → stand. - For departing aircraft: + Stand 83: When there is no aircraft parking at stand 79: Aircraft departure from stand → stand 79 → taxilane W12 → TWY V → TWY V8/V9. + Stand 84: When there is no aircraft parking at stand 80: Aircraft departure from stand → stand 80 → taxilane W12 → TWY V → TWY V8/V9. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face East via W14, V; or - When there is no aircraft parking at stand 81A: Pushback approved to face North on W14; or. - Pushback approved to face North via W14, V, W11/W12. |
Do not operate when there is aircraft parking at stand 79A. | |
| 85, 86 |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V8/V9 → TWY V → taxilane W14 → stand. - For departing aircraft: + Stand 85: When there is no aircraft parking at stand 81: Aircraft departure from stand → stand 81 → taxilane W12 → đường lăn V → TWY V8/V9. + Stand 86: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face East via W14, V. - Pushback approved to face North via W14, V, W11/W12. |
- Do not operate when there is aircraft parking at stand 81A. - Aircraft is not allowed to taxi or tow/push out/into stand when there is aircraft parking at stand 79A. |
2.4.3.4 Hangar apron
|
Aircraft stand |
Aircraft operational procedures |
Operational limitations |
|---|---|---|
| 1H | ||
|
Used for aircraft B767-400 and equivalent, wingspan up to but not including 52 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face East on V, taxi out via V6/V7; or - Pushback approved to face West via V, V7, S; or - Pushback approved to face East via V, V7, S. |
| |
| 2H |
| |
|
Used for aircraft B747-400 and equivalent, wingspan up to but not including 65 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via → TWY V → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face East on V, taxi out via V6/V7; or - Pushback approved to face West via V, V7, S; or - Pushback approved to face East via V, V7, S. |
| |
| 3H, 9H |
| |
|
Used for aircraft A321 and equivalent, wingspan up to but not including 36 M. a. Taxiing procedures: - For arriving aircraft: After landing, aircraft taxi via TWY V → stand. - For departing aircraft: Not applicable. b. Towing/pushing procedures for departing aircraft: - Pushback approved to face East on V, taxi out via V6/V7; or - Pushback approved to face West via V, V7, S; or - Pushback approved to face East via V, V7, S. |
|
2.4.4 Aircraft operational procedures for parking/parking overnight stands (non-commercial purpose)
2.4.4.1 Apron 1
|
Aircraft stands |
Aircraft towing/pushing procedures from commercial stands to parking/parking overnight stands and vice versa |
Operational limitation |
|---|---|---|
| 1A |
|
|
| 17A, 17B, 18A, 18B, 23A, 23B, 24A, 24B |
|
|
| 34A |
|
|
| 47A |
|
|
| 48A |
|
|
2.4.4.2 Military apron
|
Aircraft stands |
Aircraft towing/pushing procedures from commercial stands to parking/ overnight parking stands and vice versa |
Operational limitation |
|---|---|---|
| QS1, QS2, QS3, QS4 | ||
| QS1, QS2, QS3, QS4 |
- Used for aircraft B747-400 and equivalent (wingspan up to but not including 65 M): - Aircraft towing/pushing procedure from commercial stands to parking/ overnight parking stands and vice versa:
|
|
| QS1A,QS2A, QS3A,QS4A, QS5, QS6 QS7, QS8, QS9, QS10, QS11 | ||
| QS1A,QS2A, QS3A,QS4A, QS5, QS6, QS7, QS8, QS9, QS10, QS11 |
- Used for aircraft A321 and equivalent (wingspan up to but not including 36 M): - Aircraft towing/pushing procedure from commercial stands to parking/ overnight parking stands and vice versa:
|
|
2.5 STANDARD TAXI ROUTES (STR) OPERATIONAL PROCEDURES
2.5.1 Scope and subject of application
2.5.1.1 Scope
STR are applied in the PRKG area and TWY of Noi Bai International Air port.
2.5.1.2 Subjects of application
-
TWR/GCU controllers of Noi Bai APP/TWR control center.
-
Pilots of Airlines operate at Noi Bai International Airport (except for pilots of flights that use follow-me car of Noi Bai International Airport).
-
STR is only applicable for aircraft Code E or equivalent and be low.
2.5.2 Principles of establishing STR
-
STR are in compliance with the Regulations on pushback procedures, aircraft operations and operational restrictions at Noi Bai International Airport.
-
STR are established and encoded for complex taxi routes through many different TWYs (including 3 or more TWYs).
-
STR are established for the most common and principal TWYs in use at Noi Bai International Airport. The other taxi routes are considered as non-standard taxi routes and are used in situations where the standard taxi routes are not applicable.
2.5.2.1 Encoding the parking zones and RWYs
-
Based on the practical airport operation, the parking zones are divided and sequentially numbered 1 and 2 with the details as follows:
Zone
1
(corresponding Terminal T2’s apron, VIP apron and the portion of Terminal T1’s apron)
2
(corresponding the portion of Terminal T1’s apron, cargo Apron, hangar and the East Apron)
Aircraft stands
Including 50 stands (from stands 2 to 45)
Including 45 stands (from stands 46 to 86)
-
RWY is code as follows: RWYs are as follows: RWY 11L/29R is named as A (landing RWY), RWY 11R/29L is named as B (departure RWY).
2.5.2.2 Principle of naming STR consists of 3 components:
| STATUS (DEP or ARR) + ZONE (1 or 2) + RUNWAY (A or B) |
Example:
-
DEP 1B: STR for aircraft departing from Zone 1 to RWY 11R/29L for departure.
-
ARR 2A: STR for aircraft landing on RWY 11L/29R after vacating RWY taxiing to Zone 2.
2.5.3 STRs operational Procedures
-
RWY 11R for departure, RWY11L for landing. In case of weather conditions, requiring a change of operational RWY, RWY 29L is used for departure, RWY 29R is used for landing.
-
In case the published STR cannot be used due to operational reasons, ATC issues the taxi clearances for the pilots by specifically listing the name of the TWYs (as current procedures).
-
ATC issues clearances for the pilots to taxi follow the STR continuously from the parking Zone to the holding point of the RWY (for departing aircraft) or since the aircraft vacate RWY to the parking Zone (for arriving aircraft); separate between taxi-out and taxi-in routes to avoid the risk of collision among aircrafts, between aircrafts and personnel, vehicles on the ground.
-
Pilots need to clearly understand the TWYs/parkings chart and determine the STR based on the runway-in-use (for departing aircraft) and the assigned stand (for arriving aircraft). When there is any suspicion or lack of understanding during taxiing, pilot must immediately stop and notify the ATC. At that time, ATC will issue taxi clearances for the aircraft by specifically listing the name of TWYs (as current procedure).
-
Aircraft taxiing out for departure have priority over aircraft taxiing to the apron.
-
In case ATC needs to adjust the taxi route of aircraft or upon requested by pilots, ATC will cancel the issued STR and issue a replacement taxi clearance.
2.5.4 Description of STR
Note: In order to provide information to the pilots using of TWY V for taxi out/in the parking Zone, ATC will immediately assign an exit TWY (Exit Vx) or an entry TWY (Entry Vx) when issuing clearances to the pilots.
2.5.4.1 STR when using RWY 11R or 29L for take-off
| Route Ident | Start Point | Routing via | End Point | |
|---|---|---|---|---|
| DEP 1B | Apron area 1 (Zone 1) |
Taxi via TWY V, exit TWY V1 or TWY V2/V3/V4/V5, then TWY S, continue taxi to holding point:
| RWY 11R or 29L | Figure 1 |
| DEP 2B | Apron area 2 (Zone 2) |
Taxi via TWY V, exit TWY V6 or TWY V7/V8/V9, then TWY S, continue taxi to holding point:
| RWY 11R or 29L | Figure 2 |
Figure 1
Figure 2
2.5.4.2 STR when using RWY 11L or 29R for landing
| Route Ident | Start Point | Routing via | End Point |
|
|---|---|---|---|---|
| ARR 1A | Landing and cross RWY 11R/29L (from TWY S3 or TWY S4/S5/S6/S7/S8/S9) | Taxi via TWY S, continue taxi to Zone 1 via TWY V1, V2 or TWY V3/V4/V5, TWY V. | ZONE 1 | Figure 3 |
| ARR 2A | Landing and cross RWY 11R/29L (from TWY S3 or TWY S4/S5/S6/S7/S8/S9) | Taxi via TWY S, continue taxi to Zone 2 via TWY V6 or TWY V7/V8/V9, TWY V. | ZONE 2 | Figure 4 |
Figure 3
Figure 4
2.5.5 Phraseologies in use
2.5.5.1 For departing aircraft
-
When approved pushback Procedure:
| (Aircraft callsign) pushback approved to face [direction], exit Vx |
Note: Add phrase “exit Vx” to navigate which TWY V aircraft taxiing out from Zone.
Ví dụ: HVN123, pushback approved to face [direction], exit V3.
-
When issuing Taxi clearance:
| (Aircraft callsign) TAXI TO HOLDING POINT RUNWAY (number) VIA STR name. |
Example: Aircraft at stands 20 belongs to Zone 1 taxiing to the holding point of RWY 11R for departure.
| GCU: HVN123, TAXI TO HOLDING POINT RUNWAY 11R VIA DEP 1B. |
2.5.5.2 For arriving aircraft
| TWR: | (Aircraft callsign), vacate Runway via (taxiway), (cross runway (number)) to taxiway (number), contact Ground 121.9 MHz. |
| GCU: | (Aircraft callsign) TAXI TO STAND (number) VIA STR name, entry Vx |
Note: Add phrase “exit Vx” to navigate which TWY V aircraft taxiing out from Zone.
Example: Aircraft vacate RWY 11L via TWY P8, cross RWY 11R to S8, taxi via S, V5, V to stand 37.
| TWR: | HVN236 Vacate Runway via P8, cross runway 11R to S8, contact Ground 121.9 MHz. |
| GCU: | TAXI TO STAND 36 VIA ARR 1A, entry V7 |
2.5.5.3 Change or cancel STR
Upon issuance of STR, when taxiing due to air traffic reasons resulting in the change or cancellation of the issued STR, ATC must cancel the issued STR and issue new taxi clearances using specified different TWYs.
| (Aircraft callsign) CANCEL STR name, TAXI VIA (specific taxiway). |
Example: Aircraft are taxiing via STR DEP 1B for departure RWY 11R (taxi out via V3) when a problem arises. GCU ATC proactively cancels the clearance to follow STR and issues new taxi clearance using another route.
| GCU ATC: HVN123 CANCEL DEP 1B, TAXI VIA (TAXIWAY) V, V5, S, S1 TO HOLDING POINT RWY 11R. |
VVNB AD 2.21 NOISE ABATEMENT PROCEDURES
NIL
VVNB AD 2.22 FLIGHT PROCEDURES
1 Low visibility procedures (LVP)
1.1 Purpose
Low visibility procedures (LVP) are operational procedures applied to ensure the safety, regularity and efficiency of the activities conducted in the movement area of the Noi Bai International Airport under the low visibility conditions.
1.2 Scope and applicability
LVP shall be applied to Noi Bai APP/TWR, Noi Bai Aerodrome Meteorological Centre, units responsible for the maintenance of technical facilities serving the operation of both RWYs, pilots, aircraft operators and organisations, individuals involved in low visibility operation at Noi Bai International Airport.
1.3 General regulations
1.3.1 Permission/Authorization by Civil Aviation Authority of Viet Nam (CAAV)
-
Domestic and international airlines, who want to conduct ILS CAT II operation at international airports in Viet Nam shall submit an application to the CAAV for approval or recognition prior to commencing such operations.
-
The application submitted to the CAAV shall includes name of the operator, aircraft type and registration, copies of aircraft type certificate document and pilots’ approval for ILS CAT II authorization issued by the relevant authority of the State of the Operator (applicable to international airlines).
-
Upon being approved or recognized by the CAAV, pilots shall comply with CAT II operating standard and these operational procedures and shall immediately notify Noi Bai APP/TWR in the situation that CAT II operational requirements cannot be met.
1.3.2 CAT II RWY operations under LVP
-
Normally, only one RWY is in use at any given time for ILS CAT II landing operations. Noi Bai TWR shall notify the Noi Bai Emergency Operations Center of the RWY for CAT II operations.
-
The application of CAT II operations on one RWY (11L or 11R) does not relieve relevant units from continuously monitoring the operational status of the ILS CAT II system of the other RWY, in order to ensure the highest level of readiness for timely and safe RWY changeover.
-
In the situation that the RWY currently used for CAT II operations becomes degraded and no longer meets CAT II operational standards, Noi Bai TWR shall, based on actual conditions, decide to transfer CAT II operations to the other RWY. Such transfer shall only be conducted after confirmation by the Noi Bai Emergency Operations Center that all CAT II operational requirements for the designated RWY are fully met.
1.3.3 Minimum Requirements for CAT II Operations
1.3.3.1 For ILS CAT II critical/sensitive areas
Personnel and vehicles shall not be permitted to operate within the ILS CAT II critical and sensitive areas (refer to item 1.7 of this procedures).
1.3.3.2 For ILS/DME system for CAT II RWY
-
Primary and secondary of LLZ, GP, DME shall be serviceable;
-
All monitoring systems of LLZ, GP and DME shall be serviceable;
-
There is no deviation between any two of the monitors for three devices LLZ, GP, DME can lead to device's warning;
-
ILS/DME remote control system shall be serviceable.
1.3.3.3 RWY lighting system for CAT II operation
-
Approach lighting system (ALS):
-
Within the range of 450 m (from the THR): More than 95% of lights shall be serviceable and no two consecutive lights shall be unserviceable;
-
Outside the range of 450 m (from the THR): More than 85% of lights shall be serviceable and no two consecutive lights shall be unserviceable.
-
-
RWY centre line lights, RWY edge lights, THR lights: More than 95% of lights shall be serviceable and no two consecutive lights shall be unserviceable;
-
Touchdown zone lighting system: More than 90% of lights shall be serviceable and no two consecutive lights shall be unserviceable;
-
RWY end lighting system: More than 70% of lights shall be serviceable and no two consecutive lights shall be unserviceable;
-
Stop bars lighting system: More than 95% of lights shall be serviceable and no two consecutive lights shall be unserviceable.
1.3.3.4 Runway Visual Range (RVR) system
The RVR for the CAT II RWY shall be serviceable. RVR values at RWY TDZ and Mid-point (MID) stations shall be directly displayed at the operational positions of Noi Bai TWR/APP.
1.3.3.5 For power supply (UPS) system
Electrical power source for lighting system shall be provided by UPS and the main power grid as the primary source, with generator power provided as the standby source.
1.3.3.6 Aerodrome emergency services
Aerodrome emergency services, facilities and equipments ensure meeting CAT 9 standard and are available to cope with urgency following the current emergency procedures.
1.3.4 Applicable standards in condition of low visibility
1.3.4.1 Preparation of LVP application
When the weather condition at Noi Bai International Airport appear at least one of the following conditions:
-
RVR at TDZ (11R/L station), or RWY Mid-point (MID station 11R/L) is 1 200 m or less and tends to decrease; or.
-
Ceiling (BKN or above) on the cloud altimeter at the beginning of RWY 11R/L (Sky 11R/L index displayed on the AWOS AVIMET Noi Bai terminal) is at or below 300 ft (90 m); or
-
When the sky is dark, clouds cannot be observed and AWOS provides vertical VIS (VVnnn), applies to criteria VV is at or below 300 ft (90 m).
1.3.4.2 Commencement of LVP application
When the weather condition at Noi Bai international airport appear at least one of the following conditions:
-
RVR at TDZ (11R/L station), or RWY Mid-point (MID-station 11R/L) is 900 m or less and tends to decrease; or
-
Ceiling (BKN or above) on the cloud altimeter at the beginning of RWY 11R/L (Sky 11R/L index displayed on the AWOS AVIMET Noi Bai terminal) is 250 ft (75 m) or below; or
-
When the sky is dark, clouds cannot be observed and AWOS can provide vertical VIS (VVnnn), applies to criteria VV is 250 ft (75 m) or below.
Note: When LVP is in operation and weather conditions improve to ILS CAT I minima operation but CAT II minimum operational requirements are not met follows item 1.3.3, LVP shall remain in force. For ILS CAT I minima, VIS shall be used only when RVR is unavailable or unserviceable.
1.3.4.3 Termination of LVP
LVP shall be terminated when the weather conditions at Noi Bai International Airport remain better than the criteria specified in item 1.3.4 of these procedures stable in 15 minutes and tends to improve.
1.4 Operating procedures in low visibility condition
1.4.1 Approach control procedures
1.4.1.1 During LVP application, Noi Bai APP, Noi Bai TWR shall continuously provide the information related to the RWY in use for landing is as follows:
-
Operational status of ILS system;
-
Operational status of visual aids system;
-
RVR at TDZ and MID stations.
1.4.1.2 In addition to schedule information, on initial contact or thereafter, Noi Bai APP shall provide to arriving aircraft the information related to the RWY in use for landing as follows:
-
Current RVR values at the TDZ station;
-
RVR at the MID station if the values at MID station is below 550 m.
-
Unserviceable status of any component of equipments serving CAT II operation, which is not notified in the previous ATIS broadcast.
1.4.1.3 Aircraft shall follow a standard approach to establish on the ILS or Noi Bai APP vectors aircraft ensuring interception of the LLZ at not less than 9 NM from touchdown.
1.4.1.4 Appropriate separation shall be applied landing aircraft to ensure that landing clearance can be issued before the aircraft reaches 2 NM from touchdown. In case of departing aircraft taking off between two landing aircraft, separation shall be increased accordingly.
1.4.1.5 Speed control shall not be applied to aircraft conducting intermediate or final approach on the ILS.
1.4.1.6 A minimum separation of 8 NM shall be applied between a departing aircraft and a succeeding landing aircraft, i.e a departing aircraft starts rolling for take-off before to the other succeeding landing aircraft reaches 8 NM from touchdown.
1.4.1.7 ILS CAT II approach and landing procedures shall only applied when all CAT II operationall requirements are met (applicable to RWY for CAT II operations) and flights operated by an airlines that are certified/approved for CAT II operations by CAAV.
1.4.2 Aerodrome control procedure
1.4.2.1 Landing clearance shall be issued to the aircraft before it reaches 2 NM from touchdown, in case of an unsuccessful approach, ATC advise aircraft to execute a missed approach.
1.4.2.2 Appropriate exit TWYs shall be used for landing aircraft to vacate the RWY CAT II operations and the LLZ sensitive area: Landing clearance shall not be issued until:
-
The preceding landing aircraft has vacated LLZ sensitive area;
-
The preceding departing aircraft is airborne and has passed the LLZ antenna.
1.4.2.3 Personnel, aircraft and vehicles shall not be permitted to enter LLZ sensitive area in front of the approaching aircraft while the aircraft is within a distance of 2 NM from touchdown until the deceleration is completed.
1.4.2.4 For departing aircraft in CAT II conditions: Personnel, aircraft and vehicles shall not be permitted to enter LLZ sensitive area of RWY CAT II operations in front of departing aircraft when aircraft is received the take-off clearance until it is airborne and has passed the LLZ antenna.
1.4.2.5 Departing and arriving aircraft shall not be permitted to stop, hold or taxi into the ILS critical/sensitive area of RWY CAT II operation when there is an aircraft is approaching to land.
1.4.2.6 Taxi tracks are used in LVP in order to support pilots in verification of aircraft’s position on the ground during LVP operation.
1.4.2.7 Immediately implementing emergency procedures in case of radio communication failure or the aircraft’s current position is not displayed on surface movement radar.
1.4.3 Aerodrome control movement procedure
1.4.3.1 Taxiing instructions and information related to flight operation shall be provided to pilots briefly, sufficiently and clearly; pilots shall read back taxiing clearance, avoid hearing unclearly or misunderstanding the clearance. Enhance observing of aircraft and vehicles moving process to ensure that pilots strictly follow ATC instructions/clearance.
1.4.3.2 Monitoring aircraft approaching to land and requesting aircraft quickly vacating RWY and ensure that aircraft do not stop within LLZ sensitive area of RWY CAT II operations that causes downgrade ILS (CAT) operation for the following landing aircraft.
1.4.3.3 Follow-me car service shall be provided for arriving aircraft.
1.4.3.4 Take-off from the intersections is not permitted.
1.4.3.5 Vehicles are not allowed to operation on TWYs N1, N2, N3, N4 and N5 (including all aircraft and vehicles, except in emergency situations).
1.4.3.6 Aerodrome control movement procedures in LVP.
-
Vehicles shall not enter RWY if landing aircraft has reached at 8 NM from touchdown;
-
Vehicles are prohibited within manoeuvring area unless cleared by Noi Bai TWR;
-
Vehicles are not allowed to hold on the positions closer to RWY than the holding position in front of RWY (stop bars lights).
-
Vehicles are not allowed to operation on TWYs N1, N2, N3, N4 and N5 (except in emergency situations).
-
All construction activities must be suspended during the application of LVP.
1.5 Implementations in condition of low visibility
1.5.1 When weather condition decreases to LVP
-
Ensure to broadcast the phrase “LOW VISIBILITY PROCEDURES IN OPERATION” on ATIS.
-
Timely inform pilots to suspend or do not apply ILS CAT II approach procedures;
1.5.2 Decrease component in ILS CAT II operation standard
-
When ILS CAT II can not be applied, Noi Bai TWR must immediately inform the relevant aircraft, Noi Bai APP and apply appropriate flight operation procedures in accordance with regulations;
-
Noi Bai TWR/APP inform to relevant aircraft and apply appropriate flight operation procedures in accordance with regulations;
1.6 Responsibilities of aircraft operators and pilots
-
Aircraft operator shall ensure that the latest updated documents related to flight procedures, operational procedures and technical systems support landing two RWYs at Noi Bai International Airport are provided to the relevant pilots.
-
Pilots operating at Noi Bai International Airport shall be thoroughly familiar with the applicable flight procedure charts and shall strictly comply with instructions and clearances issued by relevant ATS units.
-
When operating in LVP conditions:
-
Pliots shall strictly comply with instructions issued by Noi Bai APP/TWR;
-
Aircraft shall not be permitted to hold at positions closer to RWY than the designated RWY holding positions, unless otherwise instructed by Noi Bai TWR;
-
Ensure the correct RWY usage in accordance with ATC instructions issued by Noi Bai TWR;
-
Switch on anti-collision lights and position lights to personnel to determine the aircraft’s position;
-
Increase vigilance by enhanced visual lookout and radio monitoring for the aircraft;
-
Pilot’s shall promptly inform Noi Bai APP/TWR if aircraft, pilots are not qualified or unable to meet the operational requirements of the approach or departure procedure currently in use.
-
Pilots shall read back taxiing clearances clearly to avoid mishearing or misunderstanding.
-
1.7 The critical and sensitive area charts of ILS CAT I - RWYs 11R, 29L, 11L, 29R and ILS CAT II - RWY 11L/R
-
Critical and sensitive area of ILS CAT I - RWY 11L.
GLIDE PATH 11L CAT I
LOCALIZER 11L CAT I
-
Chart of the critical and sensitive area of ILS CAT II - RWY 11L.
GLIDE PATH 11L CAT II
LOCALIZER 11L CAT II
-
Chart of the critical and sensitive area of ILS CAT I - RWY 11R.
GLIDE PATH 11R CAT I
LOCALIZER 11R CAT I
-
Chart of the critical and sensitive area of ILS CAT II - RWY 11R.
GLIDE PATH 11R CAT II
LOCALIZER 11R CAT II
-
Chart of the critical and sensitive area of ILS CAT I - RWY 29L.
GLIDE PATH 29L CAT I
LOCALIZER 29L CAT I
-
Chart of the critical and sensitive area of ILS CAT I - RWY 29R.
GLIDE PATH 29R CAT I
LOCALIZER 29R CAT I
2 OPERATIONAL PROCEDURES FOR RNAV 1 SID/STAR
2.1 General
In order to operate RNAV 1 SID/STAR procedures at Noi Bai Aerodrome, the aircraft navigation system shall meet ICAO RNAV 1 standard of accuracy based on GNSS infracstructure.
Pilots, ATS personal and the related personnel are responsible for checking RAIM Prediction in accordance with operational procedure for RAIM Prediction Service.
Aircraft operators/pilots who are not authorized to fly RNAV 1 procedures based on GNSS shall inform Air traffic controller (ATC) and expect to use conventional procedures in accordance with actual conditions.
The transition routes have been established to connect RNAV 1 SID/STAR with the existing ATS routes.
2.2 Operational procedure
Aircraft operators/pilots expecting to use RNAV 1 SID/STAR procedures at Noi Bai Aerodrome shall fill appropriate navigation capability indicators in flight plan, as follows:
-
Insert R (PBN approved) into Item 10a.
-
Inserting D1 (RNAV 1 all permitted sensors) or D2 (RNAV 1 GNSS) after PBN/.... in Item 18.
-
Specify equipment to support each type of navigation capability in Item 18 and insert them into Item 10a (G, D, I for D1 or G for D2).
Before implementation of flights, pilots must verify that the navigation database is updated to current time and verify that the aircraft position has been entered correctly. Pilots must confirm the entry and exit points on the ATS route assigned on initial clearance and any subsequent changes of route, ensuring the waypoints sequence depicted by their navigation system matches the route depicted on the appropriate chart(s) and their assigned route.
Pilots must not fly a RNAV 1 SID/STAR unless it is retrievable by procedure from the on-board navigation database and conforms to the charted procedure (this procedure may subsequently be modified in response to ATC clearances). The manual entry, or creation of new waypoints by inserting latitude/longitude or rho/theta values is not permitted. Additionally, pilots must not change any RNAV 1 SID/STAR database waypoint type from a fly-by waypoint to a fly-over waypoint or vice versa.
Conditions for applying RNAV 1 SID/STAR at Noi Bai: ATS surveillance is mandatory.
ATC shall maintain monitoring aircraft when it conducts RNAV 1 SID/STAR. Pilots are expected to maintain route centrelines during all RNAV 1 operations unless authorized to deviate by ATC or under emergency conditions.
Pilots shall comply with altitude assigned by ATC, as well as adhere to the altitude and speed restrictions depicted on the cleared RNAV 1 SID/STAR, unless there are other clearance by ATC.
In case ATC assigns the aircraft not to conduct the expected procedure, the pilots should not modify the flight plan in the system until a clearance to rejoin the procedure is received or the ATC confirms a new procedure clearance.
During the operation of the RNAV 1 SID/STAR, ATC and pilots apply the standard phraseology specified in Doc 4444 PANS–ATM – ICAO, Procedures For Air Navigation Services – Air Traffic Management.
Conventional SIDs/STARs and radar vectoring still applied to aircraft that are not approved for RNAV 1 and other aircraft depending on traffic situation.
2.3 For departing aircraft
The procedures for departing aircraft include 2 main elements:
-
SID; and
-
Transition route if necessary.
A transition route starts at the last point of SID to a position from which the aircraft will intercept the ATS route.
Altitude restrictions are designed to establish the separation between departing aircraft and obstacles as well as arriving aircraft.
ATC shall issue a clearance for departing aircraft including the following contents:
-
Call sign;
-
Clearance limit, normally destination aerodrome;
-
SID and transition route if necessary;
-
Route;
-
Assigned flight level/altitude;
-
SSR code; and
-
Any other related and necessary instruction or information not contained in the SID description.
Note: In case a clearance provided SID is not assigned altitude/flight level, the pilots are not allowed to reach the altitude/flight level itself on the SID vertical profile. Pilots shall re-confirm with ATC to assign a specified altitude/flight level to ensure flight safety.
2.4 For arriving aircraft
The procedures for arriving aircraft include 2 main elements:
-
Transition route if necessary; and
-
STAR.
A transition route starts from a waypoint on the ATS route to the position that starts the STAR.
Altitude restrictions are designed to establish the separation between arriving aircraft and obstacles as well as departing aircraft.
Approach clearances shall be issued by ATC in accordance with actual operating conditions.
ATC shall issue clearance for arriving aircraft including the following contents:
-
Call sign;
-
STAR and transition route if necessary;
-
Runway-in-use;
-
Cleared flight level/altitude; and
-
Any other related and necessary instruction or information not contained in the STAR description.
Note: In case a clearance provided STAR is not assigned altitude/flight level, the pilots are not allowed to reduce the altitude/flight level itself on the STAR vertical profile. Pilots shall re-confirm with ATC to assign a specified altitude/flight level to ensure flight safety.
2.5 Contingency procedure
2.5.1 Aircraft is unable to comply with RNAV 1 requirement
If aircraft is unable to comply with RNAV 1 requirements, pilots shall inform ATC immediately and expect to be used the conventional procedure in accordance with actual conditions.
2.5.2 Aircraft degrade the RNAV capability or failure of GNSS signal
When the aircraft degrade the RNAV 1 capability or fail in GNSS signal, which leads to the inability to comply with the requirements of RNAV 1, pilots must advise ATC immediately and expect to be used the conventional procedure in accordance with actual conditions.
2.5.3 Aircraft experience bad weather
When an aircraft flying on RNAV 1 procedures encounters bad weather which is likely to impact the aircraft’s adherence to the cleared flight procedures, pilots will notify ATC and request a revised clearance. ATC clearance "Direct to" will be used for aircraft to avoid bad weather where applicable. In case bad weather area affects important points of RNAV 1 procedures, radar vector shall be applied by ATC for all aircraft.
2.5.4 Radio communications failure procedure
In case of a radio communication failure, the pilots are expected to proceed the following procedures:
-
Set transponder to Mode A/C, code 7600;
-
Arriving aircraft continue flying on the assigned STAR procedure, complying with the altitude and speed restrictions and at the end of the STAR make appropriate approach procedures;
-
Departing aircraft continue flying on the assigned SID procedure, complying with the altitude and speed restrictions, climb to cruising level as mentioned in the current flight plan.
2.5.5 ATS surveillance failure procedure
ATC implement processing method according to the operating procedure specified in the operations manual of ATS unit.
ATC expect to apply non-radar procedural control for all aircraft until ATS surveillance system resumes normal operation.
2.5.6 Procedure for changing runway-in-use
ATC shall assign time to conduct the change of the runway-in-use, determine aircraft sequence corresponding to the runway-in-use to notify and issue the assigned clearance for RNAV 1 SID/STAR procedures which are suitable for the pilots.
In case of necessity, ATS surveillance vectoring may be used by ATC to deal with complicated situations.
3 OPERATIONAL PROCEDURE OF AIRPORT COLLABORATIVE DECISION MAKING (A-CDM)
3.1 Purpose
Airport Collaborative Decision Making (A-CDM) is a procedure agreed among units: Airport Operators, Airlines, Ground Handlings, Air Traffic Control, Air Traffic Flow Management to collaboratively make decision at the airport in order to manage the congestion at the airport, increase the efficiency for departure aircraft, optimise the use of resource at the airport, enhance the ability of predicting and implementing exactly the process of a complete flight from departure phase till arrival phase.
All civil flights operating at Noi Bai International Airport must comply to A-CDM operational procedures, except for VIP, emergency, medical, and search and rescue flights.
3.2 Applicable Time frame
Noi Bai International Airport officially implement A-CDM 24/7 for arriving and departing flight from 1701, 31st JAN 2024.
3.3 Operational Procedures
The coordination among flights is based on the principle which flights/aircrafts are best planned shall be served best (Best planned, Best served).
There are two core timestamps of A-CDM procedures: Target Off-Block Time (TOBT) and Target Startup Approval Time (TSAT), which shall be applied during operations at Noi Bai International Airport.
3.3.1 A-CDM Portal description and information update instruction for pilots
A. TOBT and TSAT displays
TOBT and TSAT are displayed on the main interface of A-CDM Portal.
TOBT and TSAT of flights are displayed on the pilot interface of A-CDM Portal.
B. Log-in to Pilot Interface of A-CDM Portal
-
Log-in
-
Input address https://acdm.vietnamairport.vn
-
Click “With Email”. Input email and password to login
-
Deselect “Use Password to login” to use login by OTP
-
On default page:
-
Choose NOI BAI
3.3.2 TSAT Countdown Timer for Pilots
3.3.2.1 Overview
TSAT Countdown Timer for Pilot page has the feature to view pilot-specific data fields. These fields are synchronized in real time. These fields include: Callsign, route, SOBT, EOBT, TOBT, TSAT, TTOT, CTOT, Departure Parking (DPRK).
3.3.2.2 Features of TSAT Countdown for Pilot
-
The real-time clock that defaults to UTC. If you want to change to local time, click the "convert toggle" button next to it;
-
Click “Please Select Flight” then choose a flight;
-
When TOBT or TSAT of a flight is updated, FDE will blink for 15 seconds to indicate that the field has been updated.
Note: These flights are scheduled between -2 hours and +3 hours from the current time.
For Countdown Timer: after the Pilot selected a flight, one of these cases will occur:
-
If the selected flight has TSAT, Countdown Timer will be activated and indicated in orange.
-
Countdown Timer will turn to green when the current time is within TSAT window +/-5 minutes.
-
Countdown Timer will turn to red when the current time passes TSAT over 5 minutes.
-
If there is AOBT, Countdown Timer will turn to white and stops counting.
3.3.3 Definition of commonly used terms in A-CDM
-
TSAT (Target Start-Up Approval Time): The time provided by ATC taking into account TOBT and CTOT, that an aircraft can expect to receive start-up /push-back approval (start up and push back approval are issued together).
-
EOBT (Estimated Off-block Time): The estimated time that an aircraft will depart from its parking position.
-
TOBT: The point in time at which the aircraft operator or ground handling estimates an aircraft to be ready: all ground handling activities are finished, the flight preparation in the cockpit has finished, all doors are closed and the boarding bridge and handling equipment removed, push back truck available and ready for immediate start and push back upon clearance from the Tower.
-
ALDT: The actual time that an aircraft touches down on the runway.
-
TTOT: The target time that an aircraft will become airborne from the TRWY, based on TSAT.
-
CTOT: The calculated time for take-off. CTOT is issued by the ATFMC as a result of an ATFM slot allocation and is a constraint in the planning of a TTOT.
3.3.4 Operation Procedures
3.3.4.1 SOBT
Aircraft starts taxi out of the current stand as planned. The leaving time from stand of aircraft is issued based on seasonal flight schedule.
3.3.4.2 EOBT:
Expected time for aircraft to taxi out of the current stand.
Foreign airlines, private flights, charter flights, official duties aircraft without representatives at NIA shall authorize GH to submit flight schedule (including EOBT information) for the next day to the Noi Bai International Airport before 03:00 daily.
In operating day, EOBT will be updated by FPL or DLA messages, as detailed:
-
Proposal FPL will be submitted by Airlines to Noi Bai ARO/AIS Center via AMHS/AFTN or AIS/AIM or email, not later than:
-
150 minutes before EOBT for domestic flights that submit FPL remotely.
-
210 minutes before EOBT for international flights that submit FPL remotely.
-
60 minutes before EOBT when submitting hard copy of Proposal Flight Plan to Noi Bai ARO/AIS Center.
-
-
For flights that depart from airports and airspace of Level 2/ Level 3 Multi-Nodal ATFM Network to airports and airspace of Level 3 Multi-Nodal ATFM, the timing of FPL submission shall comply to the current ATFM Multi-Nodal Operational Procedures of Viet Nam.
-
Upon receiving proposal FPL, Noi Bai ARO/AIS Center is responsible for examining, cross-checking and approving FPL then issuing the approved FPL to stakeholders via ATFN/AMHS or AIS/AIM immediately.
-
Airlines shall notify Noi Bai ARO/AIS Center and ATFMC if new EOBT is available (for the delay from 15 minutes to less than 60 minutes compared to the initial EOBT). Except for flights departing from NoiBai International Airport to airports and airspace of Level 3 Multi-Nodal ATFM Network, ATC Flight plan submission and relevant information about generating ATS message (including DLA, CNL, CHG messages) shall comply to the current Level 2 ATFM Multi-Nodal Operational Procedures of Viet Nam. Noi Bai ARO/AIS Center promulgate DLA message as regulated.
-
Airline shall submit a new proposal FPL and notify Noi Bai ARO/AIS Center and ATFMC if flight delays more than 60 minutes compared to old EOBT.
3.3.4.3 ALDT
ALDT is actual time aircraft touch down on RWY. This time is recorded by Radar NOVA9000 system and from ARR message (AMHS) and then send to A-CDM Portal via SMIS system.
3.3.4.4 TOBT
As soon as a flight schedule is updated into the A-CDM Portal system, the innitial TOBT shall be calculated based on the FPL information and shall be set equal to the SOBT.
Then, based on the FPL submitted by airline, the 1st TOBT will be set equal to EOBT (before the automatically calculated TOBT).
As soon as the estimated landing time of an arrival flight is defined, the 2nd TOBT will be automatically calculated following the formula: The 2nd TOBT = EIBT (ELDT + EXIT) + ETTT.
Changes of ELDT/EIBT will result in updating TOBT.
As soon as the actual landing time of an arrival flight is recorded, the 3rd TOBT will be automatically calculated following the formula: The 3rd TOBT =EIBT(ALDT+EXIT) + ETTT.
This automatic calculation process will continue until the flight is actual arrived at aircraft stand and AIBT is confirmed in the system. The 4th TOBT = AIBT + ETTT.
New TOBTs are always greater or equal to EOBT.
In case of aircraft parking overnight or aircraft swapping, TOBT will be automatically calculated based on ACGT with the formula: TOBT = ACGT + ETTT. GH is responsible for inputing ACGT when the ground-handling activities for the aircraft start as scheduled.
From this point onward, GH is mainly responsible for updating TOBT. The GH will consider available resources and their own planning as well as agreed procedures with airlines in updating TOBT for flights
Upon receiving notices of regulated CTOTs from ATFMC, AO/GH will calculate and adjust new TOBTs in accordance with provided CTOTs. According to actual traffic conditions, ATC will sequence the departure of flights within CTOT timeframes if possible.
Pilot should continue to monitor TOBT to ensure the aircraft is ready within TOBT +/- 5 minutes. If the aircraft readiness is unachievable within TOBT +/- 5 minutes, pilot shall inform GH to update TOBT.
Another source for updates of the TOBT can be the EOBT. If the flight plan EOBT is updated to a later time than the current TOBT, GH needs to update the new TOBT. The number of manual TOBT update will be limited to not more than 3 times within 30 minutes before EOBT.
3.3.4.5 TSAT
TSAT is provided basing on the TOBT, CTOT and/or ATC flow. Base on those factors, aircraft is expected to get approval for starting up engine/pushing back or taxiing.
3.3.4.6 TOTT
TTOT is the target time that an aircraft will become airborne based on TOBT/TSAT and estimated Taxi-Out Time (EXOT).
3.3.5 Start-up Procedures
Start-up procedure is based on a collaborative TSAT planning. Based on the TOBT received by ATC, DMAN system will generate a TSAT.
-
At TSAT: +/-5 minutes, Pilots will request and receive start-up approval from the ATC.
-
TSAT window: +/- 5 minutes from TSAT.
If start-up/push-back clearance requested by pilots is within TSAT window < 6 minutes, (TSAT + ≤ 05 minutes: 59 seconds displaying on the equipment monitor), it is still considered as within TSAT window.
If start-up clearance requested by pilots is within TSAT window, ATC is responsible for issuing start-up/push-back approval clearance if possible.
-
For flights that require idle engine start before starting all engines for departure: Flight crew shall actively estimate the idle engine start time to ensure that the aircraft will start all engines for departure within the Target Start-Up Approval Time (TSAT) window. The flight crew should inform the ground handling (GH) personnel of this information so that they can decide if it is necessary to update the Target Off-Block Time (TOBT) of the flight (note: the idle engine start time should be added).
-
For aircrafts that need to be pushed out before starting all engines for departure: Flight crew shall actively estimate the time to request push-back clearance from ATC. Once the push-back process is completed, the flight crew requests clearance to start all engines. This engine start time should be within the TSAT window. The purpose is to ensure the preservation of the TTOT for the flight.
If start-up/push-back clearance requested by pilots is before TSAT window, ATC shall request pilots to call again for clearance within TSAT window.
If there is no start-up/push-back clearance requested by pilots within TSAT window, then the TSAT of the flight shall be considered expired and will be removed from departure sequence.
If start-up/push-back clearance requested by pilots is after TSAT window, ATC shall not issue start-up/push-back clearance and request related units (Airlines, GH) to update TOBT in order to receive a new TSAT.
In case that ATC is unable to issue engine start-up/push-back clearance within the TSAT window due to certain special reasons such as VIP flights or unfavourable operational conditions, the flight crew will be notified to "standby." Subsequently, ATC will issue a new TSAT for the flight based on the actual operational activities at the airport, ensuring that it does not disrupt the departure sequence of previously allocated aircraft. ATC will then issue engine start/push-back clearance within the adjusted TSAT window and ASAT shall be recorded for data analysis.
Pilots shall check for updates of TOBT, TSAT directly on A-CDM Portal.
In case pilot cannot check for the updates of TOBT, TSAT on A-CDM Portal, he/she shall be responsible for contacting with GH or ATC to receive TSAT via RT/VHF.
3.3.6 Phases of A-CDM flights
3.3.6.1 Planning phase
-
Airlines schedule flights timetable for the next day and submit to Noi Bai Operational Control Centre - Noi Bai International Airport by 0300 previous day.
-
Noi Bai International Airport inserts the next day flight schedule into SMIS system and arrange stands for flights by 1300 previous day. For airlines without representative at the airport, GH shall be responsible for submitting flight schedule to Noi Bai International Airport.
-
Flight is established INI status in the system when airlines send FPL draft to Noi Bai ARO/AIS Center via AMHS/AFTN system or AIS/AIM/email system or submit directly no later than:
-
150 minutes before EOBT for domestic flights that submit FPL remotely.
-
210 minutes before EOBT for international flights that submit FPL remotely.
-
60 minutes before EOBT when submitting hard copy of Proposal FPL to Noi Bai ARO/AIS Center.
-
-
For flights that depart from airports and airspace of Level 2/ Level 3 Multi-Nodal ATFM Network to airports and airspace of Level 3 Multi-Nodal ATFM, the timing of FPL submission shall comply to the current ATFM Multi-Nodal Operational Procedures of Vietnam.
3.3.6.2 Arrival phase
-
Flight is established FIR status in the system 10 minutes after AMAN system automatically sends the first ELDT message to A-CDM Portal.
-
Flight is established FNL status in the system 5 minutes before ELDT, aircraft is at final-approach phase.
-
Flight is established LND status in the system after:
-
Aircraft landing.
-
The time aircraft touches down on RWY is the reference time for ALDT and ALDT message is automatically sent from NOVA9000/SMIS to A-CDM Portal.
-
3.3.6.3 Ground Service Phase
-
Flight is established IBK status in the system when: Aircraft is arrived at stand and GH records AIBT value of the flight.
-
Flight is established BRD status in the system when: GH updates the boarding time of passengers by inserting ASBT in the system or directly input into A-CDM Portal, based on the time the first boarding card is scanned at the boarding gate.
-
Flight is established RDY status in the system when:
-
Ground service is completed;
-
Aircraft is ready when notified by the pilot that the preparation process in the cockpit is completed, all gates are closed, passenger bridge and equipments are removed, tow tractors are ready to tow as soon as receiving TWR clearance. GH directly insert AEGT in the internal system connected to A-CDM Portal or directly insert in A-CDM Portal. During phase 1. AEGT is determined by ARDT.
-
3.3.6.4 Departure phase
-
Flight is established OBK status in the system when:
-
Aircraft taxi out of stand;
-
GH input AOBT in the internal system connected to A-CDM Portal or directly input in A-CDM Portal.
-
-
Flight is established DEP status in the system when:
-
Aircraft takes off from RWY;
-
A-CDM Portal receives ATOT via NOVA9000 or DEP message from SMIS.
-
3.4 Reversion to current operational procedures
In case the A-CDM procedures are postponed due to TOBT or TSAT becoming unavailable, pilot and ATCs shall reapply "First come, First served" operational procedure. The temporary discontinuation or the resumption of the A-CDM, Noi Bai International Airport shall proactively coordinate with the stakeholders to make the decisions. Notification of the transforming or the resumption of A-CDM shall be informed the skateholders and pilots by Noi Bai International Airport through display of A-CDM Portal.
VVNB AD 2.23 ADDITIONAL INFORMATION
1 Birds and wildlife activities in the vicinity of airports affect to aerodrome
|
Loài chim | Số lượng, độ cao hoạt động, mật độ, thời gian hoạt động, vị trí cư trú và kiếm ăn | Sự di chuyển hàng ngày, có cắt qua khu vực sân bay | Mức độ rủi ro an toàn |
|---|---|---|---|
| Birds species | Number of birds, heightband, density, operating period, roost and feeding position | Daily movement, across the aerodrome | Safety risk level |
|
Hawk, Falcon |
|
Perch or fly |
Low |
|
Nightingale |
|
Run, jump, fly |
|
|
Stork |
|
Walk, perch, fly |
Low |
|
Walk, perch, fly |
Low | |
|
Herons |
|
Perch or fly |
Low |
|
Wagtail |
|
Walk, perch, fly | N/A |
|
Boucal |
|
Run, jump, fly |
|
|
Owl |
|
Perch or fly | Low |
Note: Bird activities is a particular increase during the regular migration season which is scattered in April, May, September and October.
2 Table of friction coefficients
|
RWY designator |
Measured length (M) |
Friction coefficients | ||||
|---|---|---|---|---|---|---|
|
Measured position from RCL (1.5 M) |
Measured position from RCL (4 M) |
Measured position from RCL (7 M) | Measured position from RCL (11 M) | Measured position from RCL (17 M) | ||
| 1 | 2 | 3 | 4 | 5 | 6 | 7 |
| 11R | 3 201 | 0.71 | 0.69 | 0.73 | 0.68 | 0.68 |
| 29L | 3 201 | 0.75 | 0.72 | 0.75 | 0.67 | 0.66 |
| 11L | 2 701 | 0.64 | 0.61 | 0.63 | 0.66 | 0.67 |
| 29R | 2 701 | 0.67 | 0.61 | 0.64 | 0.66 | 0.66 |
3 HOT SPOTS
See pages AD 2-VVNB-2-1; AD 2-VVNB-4-1; AD 2-VVNB-5-1 for details.
| HOT SPOT NR | Position |
|---|---|
| HS-01 |
|
| HS-02 |
Attention: TWY P4 is not a rapid exit TWY. Pilot shall control taxi speed to stop at or before designated holding position. |
| HS-03 |
Attention: TWY P5 is not a rapid exit TWY. Pilot shall control taxi speed to stop at or before designated holding position. |
| HS-04 |
|
| HS-05 |
Attention: TWY P6 is not a rapid exit TWY. Pilot shall control taxi speed to stop at or before designated holding position. |
| HS-06 |
Attention: TWY P7 is not a rapid exit TWY. Pilot shall control taxi speed to stop at or before designated holding position. |
| HS-07 |
Attention: TWY S10 is restricted to aircraft code C or below. Larger aircraft are not permitted. |
4 Operation of two parallel RWYs
4.1 General rule
-
The usage of two RWYs at Noi Bai International Airport must comply with ICAO Standards and Recommend Practices (especially on wake turbulence separation standards), Legal Documents, Regulation of Government, Ministry of Defence, Ministry of Transportation (now Ministry of Construction), Civil Aviation Authority of Viet Nam, Viet Nam Air Traffic Management Corporation, airlines, aircraft operators, flight crews and related ATC shall be responsible for safe of flights safety.
-
Two parallel RWYs 11R/29L and 11L/29R at Noi Bai International Airport are operated based on interdependent mode and considered as one RWY for air traffic control service.
-
At the same time, only one RWY direction is used for take -off/landing aircraft.
-
In case of rain-storm (but still lower than LVP condition): RWY 11R is prior to being used for landing and RWY 11L is used for take-off with the best equipment system and actual operational conditions.
-
When RWY 29 is used for take-off/landing aircraft, RWY 29R is prior to being used for landing, RWY 29L is used for take-off.
-
In case of VIP flights are in operation: The RWY is prior to being used with the best equipment system and actual operational conditions.
-
The usage of RWY for flight check of civil navigation aids, instrument procedures and for familiarisation flights has to follow the flight permission, ATS flight plan or training flight exercise which have been approved by appropriate authorities.
-
Exit TWYs shall be used to facilitate arriving aircraft to quickly vacate sensitive area of ILS/LLZ; aircraft is not allowed to hold short of holding positions in sensitive area.
-
These operational procedures are not applied in the emergency, urgency and necessary situations to ensure the safety and regularity of the flight operation.
4.2 Operation procedures of two runways
Including 8 different operational options and based on the following contents:
-
Surface wind component: Direction and wind speed, especially in case of tailwind;
-
Other relevant factors: Type of aircraft, the aerodrome traffic circuits, the length of RWYs, and the approach and landing aids available.
-
Based on actual traffic situation.
4.2.1 Operational option 1: RWY 11L is used for landing, RWY 11R is used for take-off
a. ATC only issue take-off clearance to aircraft which is holding on RWY 11R (pilots are ready for departure) when
4.2.1.1 Case 1: Landing aircraft touched the main gear in the touchdown zone of RWY 11L with the following conditions:
-
From 00:00 to 10:00 (UTC);
-
Good weather conditions (no thunderstorms, no dangerous weather phenomena in the aerodrome or vicinity of aerodrome; horizontal visibility is over 5 km), crosswind (component perpendicular to the direction of RWY) is not exceeding 15 kts.
-
When one of the above conditions is not met, ATC shall only issue take-off clearance for the departing aircraft at least 10 - 15 seconds after the landing aircraft has touched down the main gear to the Touchdown zone of RWY 11L.
-
ATC must observe continuously the landing aircraft and aircraft preparing to take off to ensure that the cancellation of take-off clearance of aircraft departing on the adjacent RWY is carried out within 20 seconds after the landing aircraft has touched down the main gear to the touchdown zone of RWY 11L to execute a go-around.
-
Pilots must pay attention to monitoring continuously radio frequency; hear back and read back accurately the clearances or instructions of ATC before implementing; enhance to observe landing aircraft on the adjacent RWY, comply with the operation procedures.
-
In case of go around, pilots must not deviate toward the RWY which has the take-off aircraft; the take-off aircraft must not deviate toward the RWY which has the landing aircraft.
4.2.1.2 Case 2: The landing aircraft is on the final approach track of RWY 11L, ATC issue take-off clearance for aircraft holding on RWY 11R (pilots reported ready for departure) in some cases:
-
In case of under ATS surveillance: ATC must ensure that the take-off clearances are issued, the distance of landing aircraft from the final approach track to the threshold of RWY 11L is not less than:
-
The ATS/SMR are in normal operation, the objects are accurately displayed as the standard requirement;
-
The screen of ATM system is displayed to monitor full final approach segment (within 10 NM from the threshold of RWY). The SMR system is in normal operation and is established to monitor the last 4 km (2 NM) of the final approach segment;
-
ATC monitors aircraft trajectory and recommends promptly when realizing the risk of landing on the wrong RWY.
-
-
In case of without ATS surveillance: ATC must ensure that the take-off clearances are issued 3 minutes before the aircraft’s estimated land ing time on the final approach track of RWY 11L (4 minutes in case of light aircraft flying after heavy aircraft).
b. When using the intersection of RWY 11R and TWY S3 for take-off: Aircraft at the intersection of RWY 11R and TWY S3 starts running for take-off when another landing aircraft is approaching at 3 NM or more on the final approach track of RWY 11L at the same time.
4.2.2 Operational option 2: RWY 11L is used for take-off, RWY 11R is used for landing.
a. The aircraft is not allowed to hold short of TWY P3 (between two RWYs) when arriving aircraft is approaching to land on RWY 11R.
b. Aircraft is not allowed to cross RWY 11R when:
-
There is another aircraft received ATC's landing clearance on RWY 11R, or
-
There is another aircraft approaching to land RWY 11R and is less than 6 NM from THR of RWY 11R under ATS surveillance or less than 3 minutes compared to estimated landing time in case of without ATS surveillance.
c. ATC only issue take-off clearance to aircraft which is holding short of RWY 11L (pilots reported ready for departure) when:
4.2.2.1 Case 1: Landing aircraft touched the main gear in the Touchdown zone of RWY 11R with following conditions:
-
From 00:00 to 10:00 (UTC);
-
Good weather conditions (no thunderstorms, no dangerous weather phenomena in the aerodrome or vicinity of aerodrome; horizontal visibility is over 5 km), crosswind (component perpendicular to the direction of RWY) is not exceeding 15 kts.
-
When one of the above conditions is not met, ATC shall only issue take-off clearance for the departing aircraft at least 10 - 15 seconds after the landing aircraft has touched down the main gear to Touchdown zone of RWY 11R
-
ATC must observe continuously the landing aircraft and aircraft preparing to take off to ensure that cancellation of take-off clearance of aircraft departing on the adjacent RWY is carried out within 20 seconds after the landing aircraft has touched down the main gear to touchdown zone of RWY 11R to execute a go-around.
-
Pilots must pay attention to monitoring continuously radio frequency; hear back and read back accurately the clearances or instructions of ATC before implementing; enhance to monitor landing aircraft on the adjacent RWY, comply with the operation procedures.
-
In case of go around, pilots must not deviate toward the RWY which has the take-off aircraft; the take-off aircraft must not deviate toward the RWY which has the landing aircraft.
4.2.2.2 Case 2: The landing aircraft is on the final approach track of RWY 11R, ATC issue take-off clearance for aircraft holding on RWY 11L (pilots reported ready for departure) in some cases:
-
In case of under ATS surveillance: ATC must ensure that the take-off clearances are issued, the distance of landing aircraft from the final approach track to the threshold of RWY 11R is not less than:
-
The ATS/SMR are in normal operation, the objects are accurately displayed as standard requirement;
-
The screen of ATM system is displayed to monitor full final approach segment (within 10 NM from the threshold of RWY). The SMR system is in normal operation and is established able to monitor the last 4 km (2 NM) of the final approach segment;
-
ATC monitors aircraft trajectory and recommends promptly when realizing the risk of landing on the wrong RWY.
-
-
In case of without ATS surveillance: ATC must ensure that the take-off clearances are issued 3 minutes before the aircraft’s estimated land ing time on the final approach track of RWY 11R (4 minutes in case of light aircraft flying after heavy aircraft)
4.2.3 Operational option 3: RWY 29R is used for landing, RWY 29L is used for take-off.
a. ATC only issue take-off clearance to aircraft which is holding short of RWY 29L (pilots reported ready for departure) when:
4.2.3.1 Case 1: Landing aircraft touched the main gear in the touchdown zone of RWY 29R with following conditions:
-
From 00:00 to 10:00 (UTC);
-
Good weather conditions (no thunderstorms, no dangerous weather phenomena in the aerodrome or vicinity of the aerodrome; horizontal visibility is over 5 km, crosswind (component perpendicular to the direction of RWY) is not exceeding 15 kts).
-
When a one of the above conditions is not met, ATC shall only issue take-off clearance for the departing aircraft at least 10 - 15 seconds after the landing aircraft has touched down the main gear to the touchdown zone of RWY 29R.
-
ATC must observe continuously the landing aircraft and aircraft preparing to take off to ensure that cancellation of take-off clearance of aircraft departing on the beside adjacent RWY is carried out within 20 seconds after the landing aircraft has touched down the main gear to the touchdown zone of RWY 29R to execute a go-around.
-
Pilots must pay attention to monitoring continuously radio frequency; hear back and read back accurately the clearances or instructions of ATC before implementing; enhance to monitor landing aircraft on the beside adjacent RWY, comply with the operation procedures.
-
In case of go around, pilots must not deviate toward the RWY which has the take-off aircraft; the take-off aircraft must not deviate toward the RWY which has the landing aircraft.
4.2.3.2 Case 2: The landing aircraft is on the final approach track of RWY 29R, ATC issue take-off clearance for aircraft holding short of RWY 29L (pilots reported ready for departure) in some cases:
-
In case of under ATS surveillance: ATC must ensure that the take-off clearances are issued, the distance of landing aircraft from the final approach track to the threshold of RWY 29R is not less than:
-
The ATS/SMR are in normal operation, the objects are accurately displayed as standard requirement;
-
The screen of ATM system is displayed to monitor full final approach segment (within 10 NM from the threshold of RWY). The SMR is in normal operation and is able to monitor the last 4 km (2 NM) of the final approach segment;
-
ATC monitors aircraft trajectory and recommends promptly when realizing the risk of landing on the wrong RWY.
-
-
In case of without ATS surveillance: ATC must ensure that the take-off clearances are issued 3 minutes before the aircraft’s estimated land ing time on the final approach track of RWY 29R (4 minutes in case light aircraft flying after heavy aircraft).
-
When using the intersection of RWY 29L and TWY S8 for take-off: Aircraft at the intersection between RWY 29L and TWY S8 starts running for take-off when another landing aircraft is approaching at 3 NM or more on the final approach track of RWY 29R at the same time.
4.2.4 Operational option 4: RWY 29R is used for take-off, RWY 29L is used for landing.
a. Aircraft is not allowed to cross RWY 29L when:
-
There is another aircraft received ATC's landing clearance on RWY 29L; or
-
There is another aircraft approaching to land RWY 29L and less than 6 NM from THR of RWY 29L under ATS surveillance or less than 3 minutes compared to estimated landing time in case of without ATS surveillance.
b. ATC only issue take-off clearance to aircraft which is holding short of RWY 29R (pilots reported ready for departure) when:
4.2.4.1 Case 1: Landing aircraft touched the main gear in the touchdown zone of RWY 29L with following conditions:
-
From 00:00 to 10:00 (UTC);
-
Good weather conditions (no thunderstorms, no dangerous weather phenomena in the aerodrome or vicinity of aerodrome; horizontal visibility is over 5 km), crosswind (component perpendicular to the direction of RWY) is not exceeding 15 kts.
-
When one of the above conditions is not met, ATC shall only issue take-off clearance for the departing aircraft at least 10 - 15 seconds after the landing aircraft has touched down the main gear to the touchdown zone of RWY 29L.
-
ATC must observe continuously the landing aircraft and aircraft preparing to take off to ensure that cancellation of take-off clearance of aircraft departing on the adjacent RWY is carried out within 20 seconds after the landing aircraft has touched down the main gear to touchdown zone of RWY 29L to execute a go-around.
-
Pilots must pay attention to monitoring continuously radio frequency; hear back and read back accurately the clearances or instructions of ATC before implementing; enhance to monitor landing aircraft on the adjacent RWY, comply with the operation procedures.
-
In case of go around, pilots must not deviate toward the RWY which has the take-off aircraft; the take-off aircraft must not deviate toward the RWY which has the landing aircraft.
4.2.4.2 Case 2: The landing aircraft is on the final approach track of RWY 29L, ATC issue take-off clearance for aircraft holding short of RWY 29R (pilots reported ready for departure) in some cases:
-
In case of under ATS surveillance: ATC must ensure that the take-off clearances are issued, the distance of landing aircraft from the final approach track to the threshold of RWY 29L is not less than:
-
The ATS/SMR are in normal operation, the objects are accurately displayed as standard requirement;
-
The screen of ATM system is displayed to monitor full final approach segment (within 10 NM from the threshold of RWY). The SMR is in normal operation and is able to monitor the last 4 km (2 NM) of the final approach segment;
-
ATC monitors aircraft trajectory and recommends promptly when realizing the risk of landing on the wrong RWY.
-
-
In case of without ATS surveillance: ATC must ensure that the take-off clearances are issued 3 minutes before the aircraft’s estimated land ing time on the final approach track of RWY 29L (4 minutes in case of light aircraft flying after heavy aircraft).
-
When using the intersection of RWY 29R and TWY P8 for take-off:
-
Aircraft is not allowed to hold short of TWY P8 (between two RWYs) when the other landing aircraft is approaching on RWY 29L;
-
Aircraft at the intersection of RWY 29R and TWY P8 starts running for take-off when at the same time another landing aircraft is approaching at 3 NM or more on the final approach track of RWY 29L.
-
4.2.5 Operational option 5: Both RWYs 11L and 11R are used for take-off.
-
ATCs do not allow aircraft to line-up two RWYs at the same time for take-off in order to avoid mistaking take-off clearance from ATC;
-
This operation option is limited to use.
4.2.6 Operational option 6: Both RWYs 11L and 11R are used for landing.
-
Used as one RWY;
-
This operation option is limited to use due to no capability of standby.
4.2.7 Operational option 7: Both RWYs 29L and 29R are used for take-off.
-
ATCs do not allow aircraft to line-up two RWYs at the same time to take off in order to avoid mistaking take-off clearance from ATC;
-
This operation option is limited to use.
4.2.8 Operational option 8: Both RWYs 29L and 29R are used for landing.
-
Used as one RWY;
-
This operation option is limited to use due to no capability of standby.
4.3 ATC responsibilities
-
General requirement:
-
Must be fully trained about the operational options of the two parallel runways of this procedure;
-
Enhance aircraft observation and monitoring, issue clear and timely clearance, request and listen to the pilot read back the clearance to ensure that the clearance is fully received and comprehended.
-
-
For departure aircraft:
-
Departure aircraft are not allowed to line up two parallel runways simultaneously for departure;
-
Base on the specific ATC situation, clearances are able to be issued simultaneously for aircraft to line up RWY and take off to increase throughout capacity.
-
-
For landing aircraft:
-
Have action and measure to ensure that approaching aircraft land on the correct assigned RWY;
-
Concentrate on monitoring aircraft, enhance observation aircraft on final leg and remind pilot if necessary.
-
4.4 Pilots responsibilities
-
General requirement: Pilots shall fully understand and implement standard operational procedures (SOP) and these operational procedures; focus on observing, strictly complying and implementing ATC clearances fully in a timely manner to reduce RWY occupation time.
-
For departure aircraft:
-
Pilots shall be ready for take-off; ensure that aircraft shall be held on the assigned holding point as requested by ATC.
-
Expedite to carry out the line up RWY and the take-off clearances provided.
-
Pilots shall ensure that aircraft start rolling for take-off within 30 seconds after receiving take-off clearance (if the aircraft is unable to do so, pilots shall inform Noi Bai TWR immediately).
-
-
For landing aircraft:
-
For aircraft within approaching stage, ensure the compliance the IAS is as followed:
-
From 350 km/h - 370 km/h (190 kt - 200 kt) when aircraft is at base leg or nearly into final approach or when at the distance of 25 NM from THR of RWY;
-
From 300 km/h - 335 km/h (160 kt - 180 kt) when aircraft is at the distance of 10 NM from THR of RWY;
-
From 280 km/h - 300 km/h (150 kt - 160 kt) when aircraft is at the distance of 5 NM from THR of RWY.
-
-
In case the aircraft can not in compliance with the IAS above, pilot shall immediately inform the ATC;
-
After landing, pilots must vacate RWYs within 60 seconds from the time the aircraft crosses THR until it completely passes holding position of exit TWY (if the aircraft is unable to do so, pilots shall inform Noi Bai TWR immediately).
-
5 Arrival, departure manager system (AMAN/DMAN)
5.1 Purpose
The AMAN/DMAN is implemented to manage, sequence arrival and departure flights at Noi Bai international Airport, improve the capacity of airspace and aerodromes operations within Ha Noi FIR in particular and in Viet Nam in general.
5.2 Scope
Automated ATM system, related equipment systems, the air navigation services (ANS) units: Ha Noi ACC and Noi Bai APP/TWR and the other ANS units relating to ANS provisions of the Northern Region Air Traffic Services Company.
5.3 Subject of application
Viet Nam Air Traffic Management Corporation: Northern Region Air Traffic Services, Viet Nam Aeronautical Information Centre and the others related departments/units.
The others departments/units related to the implementation of AMAN/DMAN at Noi Bai International Airport: Noi Bai International Airport; the Airlines to/from Noi Bai International Airport; the Ground Services Companies at Noi Bai International Airport.
5.4 AMAN system
Base on flight plan data, surveillance data and related meteorological data, AMAN calculates, arranges and provides the shortest flight trajectory for each flight. During flight landing process calculation, AMAN establishes 3 processing areas, in which flights are calculated, sequenced and can be changed the order to match the actual air traffic situation. Flights are closer to the destination airport will expect less change in arriving sequence. These 3 processing areas of AMAN include:
The “free part” is the area where AMAN will sequence arrival flights based on flight plans. STA and arrival sequence are constantly updated based on surveillance data and actual flight trajectory, therefore, arriving sequence can be automatically changed due to calculations of the system.
The “frozen part” is the area where AMAN will not automatically insert new flights or change the order of flights to sustain landing sequence . Under unusual circumstances, ATC may change landing sequence to handle situations.
The “final part” is the area after the aircraft have passed the final approach fix (FAF). AMAN updates the aircraft's STA for the last time at the FAF. In this area, AMAN will not change the sequence and flight’s STA.
About 10 minutes before the aircraft enters Ha Noi FIR, the AMAN system will start calculating, sequencing and displaying the flight's STA on AMAN/DMAN screen. STA is continuously updated by the system according to the actual trajectory of the flight, while the Estimated landing time (ELDT) is shared with the system of Noi Bai International Airport for display on the A-CDM Portal.
a) Holding advice:
When AMAN calculates and achieves the optimal sequence of arrivals, it may recommend that some flights have to wait at the designated holding areas.
In case the speed control is not achieved and the flight must be brought into the holding pattern, AMAN will monitor the flight and reduce the remained holding time of flight when a new trajectory is calculated.
b) Speed advice:
To achieve the desired sequence, during the calculation, AMAN can make recommendations to increase/reduce speed of a certain flight. Recommendations are given in Mach number (if the aircraft is in an en-route phase) or CAS (if the aircraft is in a descent phase) and AMAN assumes that there is no difference between Indicated Airspeed (IAS) and Calibrated Airspeed (CAS).
5.5 DMAN system
Operational principles
-
Based on flight plan data (EOBT) and wake turbulence separation standards, aircraft parking positions, taxiway configuration, runway, runway operating limitations, priority level of the flight ... DMAN calculates to provide departure sequence of aircrafts with two estimated times for the flight: Target take-off time (TTOT) and Target startup approves time (TSAT).
-
Besides, based on the principle of grouping arrival aerodromes by distance, aircraft turbulence category and actual air traffic situation, ATC can adjust/change the sequence of departing aircrafts, ensure the safety, order and efficiency of flight operations at Noi Bai International Airport.
-
60 minutes before the EOBT of the flight, the DMAN system will calculate and display the TSAT and TTOT, sequences of the flights on the AMAN/DMAN system. The TSAT and TTOT information is transmitted to the system of Noi Bai International Airport for display on the A-CDM portal and the AMAN/DMAN sharing screens of relevant agencies and units and will continuously update the calculated TSAT, TTOT, and departure sequence when the TOBT is updated in the ATM system.
-
Changing EOBT of a flight will result in the system calculating the TSAT and changing the flight’s departure sequence.
5.6 Flight planning of airlines
Arrivals shall be calculated by AMAN and be arranged sequence on the Timeline when meeting the following requirements:
Field 15 of the ATS FPL shall be fully filled, the STAR comply with the RWY using mode at Noi Bai Airport;
Arrival procedure of flight shall be complied with RWY using mode established at AMAN/DMAN terminal at operating time (assigned by Watch-supervisor of Noi Bai TWR).
Departures shall be calculated by DMAN and be arranged sequence on the Timeline when meeting the following requirements:
Field 15 of the flight plan shall be fully filled, especially departure procedure;
SID of flight shall be complied with RWY using mode established at AMAN/DMAN terminal at operating time (assigned by Watch-supervisor of Noi Bai TWR).
5.7 Coordination procedure processing data arrival and departure manager system (AMAN/DMAN)
This procedure is applied to flights arriving to and departing from Noi Bai International Airport when apply AMAN/DMAN (except for VIP flights, special flights, flights with technical problems and emergency flight which are prioritised in accordance with current regulations).
Data of the designated times for Scheduled Time of Arrival (STA), Actual Time of Arrival (ATA) of the flight will be calculated by the AMAN/DMAN system and displayed on the system 10 minutes before the arriving flight enters Ha Noi FIR.
Based on the STA, related units must ensure that the aircraft stand/passenger boarding bridge, facilities and vehicles are ready to serve the flight at least 5 minutes before the time the aircraft taxi into stand/passenger boarding bridge.
ATC ensures to coordinate and unify with pilot to effectively comply with AMAN's recommendations for flights such as increase/reduce speed, using the holding pattern, extend or shorten the track, etc., depending on the air traffic situation.
a) Responsibility of pilot
Co-operating and complying with the ATCs' clearances to follow AMAN's recommendations for flights such as increase/reduce speed, using the holding pattern, extend or shorten the track... depending on the air traffic situation. Early notifying ATC if pilot is unable to comply with an alternative plan.
Comply with the regulations on speed control in the air and on the movement area:
Air speed control:
All aircrafts using SID/STAR RNAV 1 shall follow the speed restrictions specified in the flight procedures (published in AIP Viet Nam). If unable to follow the speed restrictions, pilot shall inform ATC immediately and report expected speed.
Speed restriction IAS within Noi Bai TMA are as follows:
* From 350 km/h - 370 km/h (190 kt - 200 kt) when the aircraft is on the leg 4 (base leg), nearing the leg 5 (final approach), or when at the distance of 25 NM from THR of RWY.
* From 300 km/h - 335 km/h (160 kt - 180 kt) when aircraft is at the distance of 10 NM from THR of RWY.
* From 280 km/h - 300 km/h (150 kt - 160 kt) when aircraft is at the distance of 5 NM from THR of RWY.
Note: In case, if unable to follow the speed restrictions, pilot shall inform ATC immediately.
Speed control on movement area:
Aircraft taxiing speed into stand equipped with visual docking guidance system (VDGS): As published in AIP Viet Nam, Item VVNB AD 2.9.
Aircraft taxiing speed at the movement area:
* RWY area: Not exceed 40 kts;
* TWY area: Not exceed 30 kts when the aircraft is performing a straight taxi;
* Apron area: Not exceed 15 kts before approaching the last turn to the parking; not exceed 10 kts when turning in the last turn to the parking (with marshaller), then reduce speed to approach the stand, stop right at the stop line.Pilots must strictly follow the marshaller’ instructions, including the signal requesting to reduce speed (if any).
When taxiing aircraft makes a turn of 90° or more: Not exceed 10 kts.
In low visibility operation (LVO): Not exceed 10 kts.
In order to reduce RWY occupancy time and expedite the air traffic flow, pilots must immediately perform the RWY vacating clearance and ensure that the tail of the aircraft vacate the relevant holding position within the time not exceeding 60 seconds after rolling out; immediately notify Noi Bai TWR if unable to perform.
b) Flight plan procedure of airlines/flight company
The airline/flight company shall ensure that field 15 of the ATS FPL shall be fully filled, the STAR comply with the RWY using mode at Noi Bai Airport.
60 minutes before the Estimated Off-Block Time (EOBT) of flight, DMAN will calculate and display the TSAT and TTOT in the system. Altering it will then transmit the TSAT, TTOT, DRWY data to Noi Bai International Airport's system for display on the A-CDM portal.
ATC are responsible for updating the DRWY in the DMAN system in case of any changes.
30 minutes before the flight TOBT, the airline/airport ground services/pilot is responsible for monitoring and updating the TOBT of the flight on the A-CDM portal if there is a deviation of 5 minutes or more. Changes to the TOBT should be limited (no more than 3 times) to ensure the stability of the TTOT calculations.
30 minutes before the EOBT, ATC will update the TOBT in the ATM system (if the TOBT changes beyond the +/-5 minute from the previous TOBT) based on information updates from the airport ground services via the A-CDM portal. Accordingly, the DMAN system will recalculate and update the new TSAT.
For flights with a CTOT, TOBT the airline or an authorized the airport ground services will adjust the TOBT according to the CTOT, the DMAN system will calculate and issue the TSAT based on the updated TOBT. ATC will monitor and ensure that the flight departure within the CTOT window of -5 minutes, +10 minutes.
ATC may modify the TSAT at any time between the TOBT and TSAT to comply with air traffic conditions.
a) Responsibilities of the pilot:
At least 15 minutes before the EOBT, pilots shall ensure to contact ATC - Clearance delivery position (119.25 MHz) for ATC clearance.
Monitor TOBT, TSAT, TTOT information of flight on the A-CDM portal; initiatively co-operate to implement the flight preparation procedures to ensure the compliance with the TSAT and TTOT of flight.
± 5 minutes of TSAT, the pilot contacts GCU Noi Bai (121.9 MHz) to request for start up/ push back (after receiving the ATC clearance). If more than 5 minutes after receiving the clearance, the aircraft does not start up/ push back due to not being ready, the TSAT of flight will be cancelled (except in case of traffic situation), ATC will not issue clearance approving for tow/push to start engine and require the pilot shall update the TOBT or notify the airline, flight company/ground service/ground services unit updated new TOBT/EOBT to receive the TSAT of flight.
In order to reduce RWY occupancy time and expedite the air traffic flow, the pilots must be prompt to line up RWY, rolling for take-off within 30 seconds since receiving take-off clearance. Immediately notify Noi Bai TWR if unable to perform.
Comply with regulations on speed control on the movement area as mentioned in Item a. part 5.7.1.
b) Flight plan procedure of airlines
Field 15 of the ATS FPL shall be fully filled, the departure procedure (SID) complied with RWY using mode at Noi Bai International Airport.
c) Flow chart of coordination process according to AMAN/DMAN system data
6 Place safety cones around the aircraft
In case of need to mark stop line, safety cones will be placed on the both sides of the stop line, 2 M to 3 M from the centre line of the taxilane to stand before aircraft taxi into stand.
7 List of non-compliance
| Number | Non Compliance | Mitigation Measure |
|---|---|---|
| 1 | SWY LGTs have not been installed | See link detail: https://english.caa.gov.vn/doc/airport-management/others/trang-1.htm |
| 2 | Some equipment installed in the RWY strip is do not meet the facility requirements. | |
| 3 | The navigation station is located within < 120 M from the runway centreline does not meet the facility requirements | |
| 4 | The grass-cutting crew office building constitutes an obstacle (VVNBOB026) affecting the take-off climb surface of RWY 11L for civil aviation operations |
8 The aircraft loading on RWY
- RWY 11L/29R: PCR = 1040/R/B/W/U990/R/A/W/T.
-
Capability to accommodate: Aircraft
up toCode E such as B747-400, B787, A350…and equivalent with ACRmax smaller than PCR of RWY. -
For aircraft Code F with ACRmax over PCR of RWY comply with Annex 14, Volume I – Aerodromes Design and Operations.
- RWY 11R/29L: PCR = 1040/R/B/W/U.960/R/A/W/T.
-
Capability to accommodate: Aircraft
up toCode E such as B747-400, B787, A350…and equivalent with ACRmax smaller than PCR of RWY. -
For aircraft Code F with ACRmax over PCR of RWY comply with Annex 14, Volume I – Aerodromes Design and Operations.
9 Enhancement measures to mitigate RWY incursions
Safety instructions when taxiing or holding at the TWY intersection.
Safety enhancement measures to ensure safe operations for both aircraft when holding at stop markings on the TWY while another aircraft is taxiing behind. Airlines, pilots shall comply with the following instructions:
-
To ensure appropriate wing tip clearance from the aircraft taxiing behind, the aircraft shall move forward to a position where the stop marking is just invisible in front of the nose from the normal flight deck seating position when the aircraft stops at the stop marking on the TWY (see following chart).
-
Pilots must report ATC when the aircraft stopped short of the stop marking, or when pilots are unable to clearly determine their exact holding position.
10 Isolated stands
-
Quantity: 2
-
Positions:
-
Position 1: On the Northern military apron, stand QS4 area; dimension (length x width): 130 m x 65 m, located next to the Northern military TWY, adjacent to the West of TWY N4 of the Northern TWY system. Applied to aircraft Code E and equivalent.
-
Position 2: On TWY S, adjacent to TWYs S10 and V9; dimension (length x width): 130 m x 50 m. Only applied to aircraft Code F; or aircraft Code E and equivalent in case isolated stand 1 is unavailable.
-
VVNB AD 2.24 CHARTS RELATED TO NOI BAI AERODROME
|
Chart name |
Page |
|---|---|
|
Aerodrome Chart – ICAO | AD 2-VVNB-2-1 |
|
AD Operating Minima | AD 2-VVNB-3-1 |
|
AD Operating Minima (cont.) | AD 2-VVNB-3-2 |
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Aircraft Parking/Docking Chart – ICAO | AD 2-VVNB-4-1 |
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The INS coordinates and elevation for ACFT Stands | AD 2-VVNB-4-2 |
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The INS coordinates and elevation for ACFT Stands (cont.) | AD 2-VVNB-4-3 |
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Aerodrome Ground Movement Chart – ICAO | AD 2-VVNB-5-1 |
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Aerodrome Obstacle Chart – ICAO – Type A (Operating limitations) – RWY 11R/29L | AD 2-VVNB-6-1 |
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Aerodrome Obstacle Chart – ICAO – Type A (Operating limitations) – RWY 11L/29R | AD 2-VVNB-6-3 |
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Aerodrome Obstacle Chart – ICAO – Type B | AD 2-VVNB-6-5 |
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Precision Approach Terrain Chart - ICAO | AD 2-VVNB-7-1 |
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Precision Approach Terrain Chart - ICAO - RWY 11L | AD 2-VVNB-7-3 |
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Area Chart – ICAO | AD 2-VVNB-8-1 |
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Standard Departure Chart – Instrument (SID) – ICAO – RWY 11L/R: TUSPO 2A, VITRA 2A, VINHA 2A, TONGA 2A, HUVAN 2A, PHUTA 2A | AD 2-VVNB-9-1 |
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Standard Departure Chart – Instrument (SID) – ICAO – RWY 11L/R: TUSPO 2C, VINHA 2C, TRANA 2A, HUVAN 2C | AD 2-VVNB-9-3 |
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Standard Departure Chart – Instrument (SID) – ICAO – RWY 29L/R: TUSPO 2B, VITRA 2B, VINHA 2B, TONGA 2B, HUVAN 2B, PHUTA 2B | AD 2-VVNB-9-5 |
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Standard Departure chart – Instrument (SID) – ICAO – RWY 11L/R; 29L/R: KADGA 3A, KADGA 3B | AD 2-VVNB-9-7 |
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Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 11L/R DILEN 3A, NAKHA 3A, NAH 3A, MC 3A, HUVAN 3A, HUVAN 3B | AD 2-VVNB-9-9 |
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Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 11L/R: DILEN 3A, NAKHA 3A, NAH 3A, MC 3A, HUVAN 3A, HUVAN 3B (Tabular description 1) | AD 2-VVNB-9-10 |
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Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 11L/R DILEN 3A, NAKHA 3A, NAH 3A, MC 3A, HUVAN 3A, HUVAN 3B (Tabular description 2) | AD 2-VVNB-9-11 |
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Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 11L/R: DILEN 3A, NAKHA 3A, NAH 3A, MC 3A, HUVAN 3A, HUVAN 3B (Tabular description 3) | AD 2-VVNB-9-12 |
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Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 11L/R MC 3B | AD 2-VVNB-9-13 |
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Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 11L/R MC 3B (Tabular description) | AD 2-VVNB-9-14 |
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Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 29L/R DILEN 3C, DENMO 3C, NAKHA 3C, NAH 3C, NAH 3D, MC 3C, MC 3D, BQ 3C | AD 2-VVNB-9-15 |
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Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 29L/R: DILEN 3C, DENMO 3C, NAKHA 3C, NAH 3C, NAH 3D, MC 3C, MC 3D, BQ 3C (Tabular description 1) | AD 2-VVNB-9-16 |
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Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 29L/R: DILEN 3C, DENMO 3C, NAKHA 3C, NAH 3C, NAH 3D, MC 3C, MC 3D, BQ 3C (Tabular description 2) | AD 2-VVNB-9-17 |
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Standard Departure Chart – Instrument (SID) – ICAO – RNAV RWY 29L/R: DILEN 3C, DENMO 3C, NAKHA 3C, NAH 3C, NAH 3D, MC 3C, MC 3D, BQ 3C (Tabular description 3) | AD 2-VVNB-9-18 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RWY CHC 11L/R: TUSPO 2A, NAH 1A, MC 1A, LAOCA 2A, BQ 3A, PHUTA 2A, XIVIN 1A | AD 2-VVNB-11-1 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RWY 11L/R: KADGA 3A | AD 2-VVNB-11-3 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RWY 29L/R: TUSPO 2B, NAH 1B, MC 2B, LAOCA 2B, BQ 3B, PHUTA 2B, XIVIN 1B | AD 2-VVNB-11-5 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3E, NAKHA 3E, VDO 3E, PHUTA 3E, BISON 3E, MC 3E, HUVAN 3E | AD 2-VVNB-11-7 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3E, NAKHA 3E, VDO 3E, PHUTA 3E, BISON 3E, MC 3E, HUVAN 3E (Tabular description 1) | AD 2-VVNB-11-8 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R DILEN 3E, NAKHA 3E, VDO 3E, PHUTA 3E, BISON 3E, MC 3E, HUVAN 3E (Tabular description 2) | AD 2-VVNB-11-9 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3E, NAKHA 3E, VDO 3E, PHUTA 3E, BISON 3E, MC 3E, HUVAN 3E (Tabular description 3) | AD 2-VVNB-11-10 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R DILEN 3F, NAKHA 3F, VDO 3F, PHUTA 3F | AD 2-VVNB-11-11 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3F, NAKHA 3F, VDO 3F, PHUTA 3F (Tabular description 1) | AD 2-VVNB-11-12 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3F, NAKHA 3F, VDO 3F, PHUTA 3F (Tabular description 2) | AD 2-VVNB-11-13 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3F, NAKHA 3F, VDO 3F, PHUTA 3F (Tabular description 3) | AD 2-VVNB-11-14 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R BISON 3F, MC 3F, HUVAN 3F | AD 2-VVNB-11-15 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BISON 3F, MC 3F, HUVAN 3F (Tabular description 1) | AD 2-VVNB-11-16 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BISON 3F, MC 3F, HUVAN 3F (Tabular description 2) | AD 2-VVNB-11-17 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3G, NAKHA 3G, VDO 3G, PHUTA 3G | AD 2-VVNB-11-19 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3G, NAKHA 3G, VDO 3G, PHUTA 3G (Tabular description 1) | AD 2-VVNB-11-20 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3G, NAKHA 3G, VDO 3G, PHUTA 3G (Tabular description 2) | AD 2-VVNB-11-21 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3G, NAKHA 3G, VDO 3G, PHUTA 3G (Tabular description 3) | AD 2-VVNB-11-22 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3H, NAKHA 3H, VDO 3H, GASSO 3H, DOKLA 3H | AD 2-VVNB-11-23 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3H, NAKHA 3H, VDO 3H, GASSO 3H, DOKLA 3H (Tabular description 1) | AD 2-VVNB-11-24 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3H, NAKHA 3H, VDO 3H, GASSO 3H, DOKLA 3H (Tabular description 2) | AD 2-VVNB-11-25 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3H, NAKHA 3H, VDO 3H, GASSO 3H, DOKLA 3H (Tabular description 3) | AD 2-VVNB-11-26 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BISON 3H, MC 3H, HUVAN 3H | AD 2-VVNB-11-27 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BISON 3H, MC 3H, HUVAN 3H (Tabular description 1) | AD 2-VVNB-11-28 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BISON 3H, MC 3H, HUVAN 3H (Tabular description 2) | AD 2-VVNB-11-29 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3J, NAKHA 3J, VDO 3J, GASSO 3J, DOKLA 3J | AD 2-VVNB-11-31 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3J, NAKHA 3J, VDO 3J, GASSO 3J, DOKLA 3J (Tabular description 1) | AD 2-VVNB-11-32 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3J, NAKHA 3J, VDO 3J, GASSO 3J, DOKLA 3J (Tabular description 2) | AD 2-VVNB-11-33 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3J, NAKHA 3J, VDO 3J, GASSO 3J, DOKLA 3J (Tabular description 3) | AD 2-VVNB-11-34 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3J, NAKHA 3J, VDO 3J, GASSO 3J, DOKLA 3J (Tabular description 4) | AD 2-VVNB-11-35 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BISON 3J, MC 3J, HUVAN 3J | AD 2-VVNB-11-37 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BISON 3J, MC 3J, HUVAN 3J (Tabular description 1) | AD 2-VVNB-11-38 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BISON 3J, MC 3J, HUVAN 3J (Tabular description 2) | AD 2-VVNB-11-39 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BISON 3J, MC 3J, HUVAN 3J (Tabular description 3) | AD 2-VVNB-11-40 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3K, NAKHA 3K, VDO 3K, GASSO 3K, DOKLA 3K | AD 2-VVNB-11-41 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3K, NAKHA 3K, VDO 3K, GASSO 3K, DOKLA 3K (Tabular description 1) | AD 2-VVNB-11-42 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3K, NAKHA 3K, VDO 3K, GASSO 3K, DOKLA 3K (Tabular description 2) | AD 2-VVNB-11-43 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3K, NAKHA 3K, VDO 3K, GASSO 3K, DOKLA 3K (Tabular description 3) | AD 2-VVNB-11-44 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 11L/R: DILEN 3K, NAKHA 3K, VDO 3K, GASSO 3K, DOKLA 3K (Tabular description 4) | AD 2-VVNB-11-45 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3L, NAKHA 3L, BISON 3L, MC 3L, HUVAN 3L | AD 2-VVNB-11-47 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3L, NAKHA 3L, BISON 3L, MC 3L, HUVAN 3L (Tabular description 1) | AD 2-VVNB-11-48 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3L, NAKHA 3L, BISON 3L, MC 3L, HUVAN 3L (Tabular description 2) | AD 2-VVNB-11-49 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3M, NAKHA 3M | AD 2-VVNB-11-51 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3M, NAKHA 3M (Tabular description 1) | AD 2-VVNB-11-52 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3M, NAKHA 3M (Tabular description 2) | AD 2-VVNB-11-53 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R BISON 3M, MC 3M, HUVAN 3M | AD 2-VVNB-11-55 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BISON 3M, MC 3M, HUVAN 3M (Tabular description 1) | AD 2-VVNB-11-56 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BISON 3M, MC 3M, HUVAN 3M (Tabular description 2) | AD 2-VVNB-11-57 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BISON 3M, MC 3M, HUVAN 3M (Tabular description 3) | AD 2-VVNB-11-58 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3N, NAKHA 3N, VDO 3N, GASSO 3N, DOKLA 3N | AD 2-VVNB-11-59 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3N, NAKHA 3N, VDO 3N, GASSO 3N, DOKLA 3N (Tabular description 1) | AD 2-VVNB-11-60 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3N, NAKHA 3N, VDO 3N, GASSO 3N, DOKLA 3N (Tabular description 2) | AD 2-VVNB-11-61 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3N, NAKHA 3N, VDO 3N, GASSO 3N, DOKLA 3N (Tabular description 3) | AD 2-VVNB-11-62 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BISON 3N, MC 3N, HUVAN 3N | AD 2-VVNB-11-63 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BISON 3N, MC 3N, HUVAN 3N (Tabular description 1) | AD 2-VVNB-11-64 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BISON 3N, MC 3N, HUVAN 3N (Tabular description 2) | AD 2-VVNB-11-65 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3P, NAKHA 3P, VDO 3P, GASSO 3P, DOKLA 3P | AD 2-VVNB-11-67 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3P, NAKHA 3P, VDO 3P, GASSO 3P, DOKLA 3P (Tabular description 1) | AD 2-VVNB-11-68 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3P, NAKHA 3P, VDO 3P, GASSO 3P, DOKLA 3P (Tabular description 2) | AD 2-VVNB-11-69 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3P, NAKHA 3P, VDO 3P, GASSO 3P, DOKLA 3P (Tabular description 3) | AD 2-VVNB-11-70 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: DILEN 3P, NAKHA 3P, VDO 3P, GASSO 3P, DOKLA 3P (Tabular description 4) | AD 2-VVNB-11-71 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BISON 3P, MC 3P, HUVAN 3P | AD 2-VVNB-11-73 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BISON 3P, MC 3P, HUVAN 3P (Tabular description 1) | AD 2-VVNB-11-74 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BISON 3P, MC 3P, HUVAN 3P (Tabular description 2) | AD 2-VVNB-11-75 |
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Standard Arrival Chart – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BISON 3P, MC 3P, HUVAN 3P (Tabular description 3) | AD 2-VVNB-11-76 |
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Standard Arrival Charts – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BIVIM 1A TRANSITION | AD 2-VVNB-11-77 |
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Standard Arrival Charts – Instrument (STAR) – ICAO – RNAV RWY 11L/R: BIVIM 1A TRANSITION (Tabular description) | AD 2-VVNB-11-78 |
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Standard Arrival Charts – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BIVIM 1B TRANSITION | AD 2-VVNB-11-79 |
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Standard Arrival Charts – Instrument (STAR) – ICAO – RNAV RWY 29L/R: BIVIM 1B TRANSITION (Tabular description) | AD 2-VVNB-11-80 |
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ATC Surveillance Minimum Altitude Chart – ICAO | AD 2-VVNB-12-1 |
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Instrument Approach Chart – ICAO: VOR Z RWY 11L | AD 2-VVNB-13-1 |
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Instrument Approach Chart – ICAO: VOR Y RWY 11L | AD 2-VVNB-13-3 |
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Instrument Approach Chart – ICAO: VOR Z RWY 11R | AD 2-VVNB-13-5 |
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Instrument Approach Chart – ICAO: VOR Y RWY 11R | AD 2-VVNB-13-7 |
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Instrument Approach Chart – ICAO: VOR RWY 29L | AD 2-VVNB-13-9 |
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Instrument Approach Chart – ICAO: VOR Y RWY 29R | AD 2-VVNB-13-11 |
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Instrument Approach Chart – ICAO: ILS Y RWY 11L CAT I & CAT II | AD 2-VVNB-13-13 |
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Instrument Approach Chart – ICAO: ILS X RWY 11L CAT I & CAT II | AD 2-VVNB-13-15 |
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Instrument Approach Chart – ICAO: ILS X RWY 11L CAT I & CAT II (Tabular description) | AD 2-VVNB-13-16 |
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Instrument Approach Chart – ICAO: ILS W RWY 11L CAT I & CAT II | AD 2-VVNB-13-17 |
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Instrument Approach Chart – ICAO: ILS W RWY 11L CAT I & CAT II (Tabular description) | AD 2-VVNB-13-18 |
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Instrument Approach Chart – ICAO: ILS Y RWY 11R CAT I & CAT II | AD 2-VVNB-13-19 |
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Instrument Approach Chart – ICAO: ILS X RWY 11R CAT I & CAT II | AD 2-VVNB-13-21 |
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Instrument Approach Chart – ICAO: ILS X RWY 11R CAT I & CAT II (Tabular description) | AD 2-VVNB-13-22 |
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Instrument Approach Chart – ICAO: ILS W RWY 11R CAT I & CAT II | AD 2-VVNB-13-23 |
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Instrument Approach Chart – ICAO: ILS W RWY 11R CAT I & CAT II (Tabular description) | AD 2-VVNB-13-24 |
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Instrument Approach Chart – ICAO: ILS Y RWY 29L | AD 2-VVNB-13-25 |
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Instrument Approach Chart – ICAO: ILS X RWY 29L | AD 2-VVNB-13-27 |
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Instrument Approach Chart – ICAO: ILS W RWY 29L | AD 2-VVNB-13-29 |
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Instrument Approach Chart – ICAO: ILS W RWY 29L (Tabular description) | AD 2-VVNB-13-30 |
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Instrument Approach Chart – ICAO: ILS V RWY 29L | AD 2-VVNB-13-31 |
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Instrument Approach Chart – ICAO: ILS V RWY 29L (Tabular description) | AD 2-VVNB-13-32 |
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Instrument Approach Chart – ICAO: ILS Y RWY 29R | AD 2-VVNB-13-33 |
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Instrument Approach Chart – ICAO: ILS X RWY 29R | AD 2-VVNB-13-35 |
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Instrument Approach Chart – ICAO: ILS X RWY 29R (Tabular description) | AD 2-VVNB-13-36 |
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Instrument Approach Chart – ICAO: ILS W RWY 29R | AD 2-VVNB-13-37 |
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Instrument Approach Chart – ICAO: ILS W RWY 29R (Tabular description) | AD 2-VVNB-13-38 |
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Instrument Approach Chart – ICAO: RNP Z RWY 11L | AD 2-VVNB-13-39 |
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Instrument Approach Chart – ICAO: RNP Z RWY 11L (Tabular description) | AD 2-VVNB-13-40 |
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Instrument Approach Chart – ICAO: RNP Y RWY 11L | AD 2-VVNB-13-41 |
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Instrument Approach Chart – ICAO: RNP Y RWY 11L (Tabular description) | AD 2-VVNB-13-42 |
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Instrument Approach Chart – ICAO: RNP Z RWY 11R | AD 2-VVNB-13-43 |
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Instrument Approach Chart – ICAO: RNP Z RWY 11R (Tabular description) | AD 2-VVNB-13-44 |
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Instrument Approach Chart – ICAO: RNP Y RWY 11R | AD 2-VVNB-13-45 |
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Instrument Approach Chart – ICAO: RNP Y RWY 11R (Tabular description) | AD 2-VVNB-13-46 |
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Instrument Approach Chart – ICAO: RNP Z RWY 29L | AD 2-VVNB-13-47 |
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Instrument Approach Chart – ICAO: RNP Z RWY 29L (Tabular description) | AD 2-VVNB-13-48 |
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Instrument Approach Chart – ICAO: RNP Y RWY 29L | AD 2-VVNB-13-49 |
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Instrument Approach Chart – ICAO: RNP Y RWY 29L (Tabular description) | AD 2-VVNB-13-50 |
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Instrument Approach Chart – ICAO: RNP Z RWY 29R | AD 2-VVNB-13-51 |
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Instrument Approach Chart – ICAO: RNP Z RWY 29R (Tabular description) | AD 2-VVNB-13-52 |
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Instrument Approach Chart – ICAO: RNP Y RWY 29R | AD 2-VVNB-13-53 |
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Instrument Approach Chart – ICAO: RNP Y RWY 29R (Tabular description) | AD 2-VVNB-13-54 |
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Visual Approach Chart – ICAO | AD 2-VVNB-14-1 |
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Bird concentrations in the vicinity of aerodrome | AD 2-VVNB-15-1 |
VVNB AD 2.25 VISUAL SEGMENT SURFACE (VSS) PENETRATION
To be developed.