LEST AD 2 AERODROME DATA

GENERAL

1.1 RWY 17 is equipped with ILS CAT II/III and authorized for CAT III B approach operations.

1.2 On RWY 17 / 35 take-offs under low visibility conditions are cleared.

1.3 RWY 35 Iis not usable for landing when LVP in application phase.

1.4 Pilots shall be informed about the application of Low Visibility Procedures by ATIS, with the phraseology "LOW VISIBILITY PROCEDURES IN FORCE”.

PROCEDURE APPLICATION AND CANCELLATION CRITERIA

2.1 Monitoring phase.

The monitoring phase of the procedures will be applied when the visibility forecast is 1000 m or below in the TREND of the last METAR.

2.2 Preparation phase.

This phase shall be activated when any of the following conditions exist:

a) 1000 m > RVR > 600 m in any of the RVR measuring system.

b) If the information of any RVR measuring system is not available, 1000 m > VIS > 800 m.

c) 300 ft (90 m) > Cloud ceiling > 250 ft (75 m).

2.3 Application phase.

Besides the general procedures, the Low Visibility Procedures will be applied when any of the following conditions exist:

a) RVR < 600 m, in any of the RVR measuring system or VIS < 800 m if the RVR measuring system are out of service.

b) Cloud ceiling < 250 ft (75 m).

2.4 Cancellation phase.

LVP will be cancelled when the following cumulative values are met:

a) RVR > 1,000 m in all the RVR measuring system, or VIS > 1000 m, if the RVR measuring system are out of service.

b) Cloud ceiling > 300 ft (90 m).

c) TREND forecast of METAR in force, or forthcoming one, with visibility higher than 1000 m and cloud ceiling higher than 300 ft (90 m).

RUNWAY EXIT / ENTRY

3.1 Runway exits.

If RVR < 2000 m in any of the RVR measuring system, the landing aircraft must vacate the runway via TWY E4. In these conditions TWY E2 and E3 will be closed.

3.2 Runway entries.

Aircraft will access the runway via TWY E4 or E1. See AD 2-LEST GMC.

RUNWAY-HOLDING POSITIONS DEPENDING ON THE OPERATION CAT

For take-off, the following CAT II/III holding positions must be used:

a) RWY 17

b) RWY 35.

GROUND MOVEMENT RESTRICTION

5.1 General.

5.1.1 Pilots and/or drivers will proceed to verify their aircraft and/or vehicle position at all times, especially at intersections, making sure that taxiing is being executed under conditions of complete safety.

5.1.2 With the low visibility procedures in force and RVR < 2000 m in any of the RVR meters, TWY E2, E3 and Z will be closed.

5.1.3 Guidance service by “FOLLOW ME” vehicle will be provided to aircraft with RVR < 2000 m in any of the RVR meters:

a) Aircraft parking on apron P1.
- Arrival: From the intersection of T with D1 to stand.
- Departure: From stand to the intersection of T with D1.

b) Aircraft parking on military apron P2.
- Arrival: From the intermediate holding position of T with D2 to access to apron P2.
- Departure: From the Access to apron P2 to the intersection of D2 with T.

c) Aircraft parking on the PRKG 16, 17, 18 and A8. - Arrival: From the intermediate holding position of T with D3 or R with D3 to stand. - Departure: From stand to the intermediate holding position of T with E3 or T with D4.

5.1.4 Guidance service by “FOLLOW ME” vehicle will also be provided when TWR or the crew request it.

• Arrival: From the point indicated by ATC to stand.
• Departure: From stand to the point indicated by ATC.

5.1.5 The use of operative stands will be restricted:

a) With LVP in force and RVR < 2000 m in any of the RVR meters, PRKG 32 and 34 are not assigned.

b) With LVP in force and RVR < 2000 m in any of the RVR meters, the autonomous exit of PRKG 31 and 33 and towed exit of PRKG 32 and 34 are not allowed.

5.2 Departures.

5.2.1 Unless otherwise advised by ATC, on receipt of the corresponding clearance, aircraft in a stand requiring the push-back manoeuvre shall perform it following the established standard procedures (see AIP-España, AD 2-LEST PDC).

5.2.2 When the taxiing clearance limit is the holding position for the runway in use, aircraft shall not exceed the corresponding markings of the CAT II/III holding position.

5.3 Arrivals.

5.3.1 On vacating the runway, pilots will notify:

a) Runway vacated.

b) Sensitive area vacated.

c) TWY used.

DESCRIPTION OF LOW VISIBILITY PROCEDURE

6.1 General.

6.1.1 Pilots will be informed about the application of the Low Visibility Procedures by radiotelephone. Any notified or detected incident that might affect the LVP will be immediately communicated to the aircraft.

6.1.2 Runway visual range values will be supplied directly by ATC services in accordance with the following:

a) RVR TDZ: Reading corresponding to the touchdown zone.

b) RVR MID: Reading corresponding to the runway midpoint.

c) RVR END: Reading corresponding to the runway end.

6.2 CAT II/III approach and landing.

Landing clearance will not be supplied after the aircraft is located at 2 NM from the TDZ. If this is not possible, instructions for a missed approach will be provided. When CAT II/III approaches are taking place, landing permission will only be issued when the ILS sensitive areas (LSA) are vacated.

6.3 Take-off with low visibility.

6.3.1 RWY 17/35 are appropriate for take-offs in low visibility conditions.

6.3.2 The take-off minimums (RWY 17/35) shall be established by each operator.

6.3.3 Pilots shall request engine start-up from ATC with RVR values equal to or greater than their take-off minimums.

OTHER INFORMATION

7.1 CAT II/III training approaches.

7.1.1 Pilots wishing to carry out training in CAT II/III precision approaches will request the appropriate authorisation from ATC with sufficient notice.

7.1.2 No training in CAT II/III precision approaches are cleared when RVR is less than 2000 m, or the same visibility value if the RVR meters are out of service, or the cloud base is at, or below, 800 ft (245 m).

7.1.3 If the critical and/or sensitive areas of the ILS are not protected, this circumstance shall be notified to the pilots in command. Any other incident affecting training operations must also be reported.

COMMUNICATIONS FAILURE

In the event that an aircraft operating on the manoeuvring area experiences a communications failure, proceed as follows:

1. Departing aircraft: the aircraft shall continue on the assigned route to stop at the limit of ATC clearance, taking extreme caution, where it shall hold its position and wait for the arrival of an assistance vehicle.

2. Arriving aircraft: If the aircraft has just landed, it shall hold its position after vacating the sensitive area (LSA) and (RWY 17 in use) or after vacating the runway (RWY 35 in use), and wait for the arrival of an assistance vehicle. If the aircraft already had a taxiing ATC clearance, it shall continue by the assigned route to the limit of such authorization, taking extreme caution, where it shall hold its position and wait for the arrival of an assistance vehicle.

3. Vehicle: will evacuate the maneuvering area if it is located there and then stop the vehicle, maintain position and await the arrival of the assistance vehicle.

ANOMALOUS SITUATIONS IN THE MANOEUVRING AREA

1. Uncertainty regarding position in the maneuvering area.

Except for the provisions in the paragraph below, if pilots are in doubt about the position of the aircraft relative to the manoeuvring area, they shall immediately stop the aircraft and notify ATC of these circumstances (including the last known position).

In situations where the pilot is in doubt about the position of the aircraft relative to the manoeuvring area, but recognizes that the aircraft is on the runway, the pilot shall immediately notify ATC (including the last known position) of this circumstance and evacuate the runway as soon as possible if they are able to locate an appropriate taxiway nearby, unless otherwise specified by ATC; and then shall stop the aircraft.

If ATC become aware that an aircraft has lost its position in the manoeuvring area, or is unsure of its position, the appropriate measures to safeguard operations will be taken to assist the aircraft to determine its position.

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

3. Aircraft failure.
Pilot shall notify the situation to ATC and shall wait for the arrival of assistance. In the event that aircraft is on a runway, if possible and unless otherwise specified by ATC, it shall evacuate it.

ATS SURVEILLANCE SYSTEM

It is used in the provision of the aerodrome control service to perform the following functions:

a) supervision of flight paths of aircraft on final approach;

b) supervision of flight paths of other aircraft in the vicinity of the aerodrome;

c) establishment of separation between consecutive departing aircraft, in accordance with RCA item 4.6.7.3;

d) provision of navigation assistance to VFR flights.

In case of unavailability of Espiñeiras radar, the functions above will only be provided at or above 2900 ft AMSL.

All the functions above will be suspended in the event of a simultaneous unavailability of Espiñeiras and As Pontes radars.

Likewise, provision of functions b) and d) is not guaranteed within the ATZ below 1600 ft AMSL.

VISUAL DEPARTURE PROCEDURES FOR IFR FLIGHTS

In certain circumstances in which the published SID and contingency departures cannot be used, IFR flights may request a "visual departure" from ATC under the following conditions:

• Between the start of morning civil twilight and the end of evening civil twilight.
• Weather conditions in the direction of the take-off and subsequent initial climb that permit the visual flight up to the Minimum Radar Altitude.
• Once lined up, the pilot shall propose a heading to ATC, to enable the departure to be safe.
• The pilot shall be responsible for maintaining obstacle clearance up to the Minimum Radar Altitude.

REPORTING WIND SHEAR ON APPROACH OR TAKE-OFF

Should aircraft experience wind shear, they should facilitate the following data to ATC whenever possible:

• Flight phase in which it took place.
• Intensity: weak, moderate, severe, very severe or not assessed.
• Phenomenon direction: positive or negative.
• Whether it was detected by the aircraft system or perceived by the pilot.
• Any other complementary information available.

Once the wind shear phenomenon has been reported, ATC will communicate this to following aircraft which might be affected (including the type of aircraft and whether it was detected by the aircraft system or perceived by the pilot), always provided that this has not already been notified by other means (such as METAR/SPECI...). Similarly, ATC will confirm with these aircraft whether they have experienced it or not.

In order that the METAR can be up-to-date at all times in relation to the presence of wind shear, in the case of take-off or landing when the METAR is reporting wind shear, aircraft shall always inform ATC whether they have experienced it or not.

CONTINUOUS DESCENT OPERATIONS

Depending on traffic situation, and if no need for interrupting the descent is foreseen, aircraft will be cleared to proceed to a standard arrival (STAR), or by means of a “direct to” clearance to an intermediate fix of the STAR, to the IAF, to an intermediate approach fix or to the IF, to the minimum altitude of the IAF or the IF of the instrumental procedure (IAC), or the minimum ATC surveillance altitude of the sectors through which the direct route, whichever is higher, in order to allow a continuous descent operation.