LEBL AD 2 AERODROME DATA

AIRPORT SLOT AND FLIGHT PLAN VALIDATION

Three hours prior to EOBT, the flight plan (FPL) information filed in the A-CDM system will be validated with respect to the airport slot, and the flight destination and the type of aircraft must coincide with the EOBT of the FPL initially filed in both the SOBT. If the information does not match, the system will generate an alarm and an automatic message sent to the airline and ground handling agent, who will have to update the information.

TOBT ALLOCATION

As soon as the air carrier or the ground handling agent has the information on the target off-block time, the TOBT shall be allocated in the A-CDM system. Throughout the process, the TOBT must be updated based on the flight information available to the airline or the ground handling agent.

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

TSAT PUBLICATION

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

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

ENGINE/TURBINE START-UP REQUEST

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

• from 5 minutes prior to their TOBT for CTOT-regulated flights,

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

The aircraft on first call must provide the following information:

• Report the type and series of aircraft, aircraft stand and the ATIS message received,

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

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

ATC Authorization will only be issued between TOBT -30 minutes and TOBT -5 minutes.

Between TOBT -5 and TOBT +5, Barcelona Clearances will take note of the start-up request and when the valid TSAT range is reached, it will transfer traffic to the GMC frequency, which will issue the push-back and/or start-up clearance. If this is not possible, a start-up request will be recorded in the A-CDM system and TSAT information will be provided. The start-up request log is equivalent to the REA message request for flights regulated with CTOT.

Once the start-up request has been noted and TSAT information provided, in order to avoid saturating the CLR frequency, pilots shall refrain from making successive calls before receiving the call from Barcelona Clearances.

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

The push-back and/or start-up request must be made on the corresponding GMC frequency and it shall start within 5 minutes of the time of transfer to the GMC frequency. Start-up and push-back clearances can only be given by GMC.

1. ATC AIP CLEARANCE REQUEST AND START UP VIA DATA LINK

At BARCELONA/Josep Tarradellas Barcelona-El Prat Airport, departure procedures via Data Link (DCL) are applied for ATC clearance services. For more information on the DCL service, see AIP ENR 1.5, section 3. DEPARTING FLIGHTS, ATC Clearance and start-up via data link (DCL).

In case of discrepancies, voice communications will always prevail over data link.

The pilot may request the ATC clearance by DCL in accordance with the start-up procedures (see AD2, item 20, 3.4) with a maximum of 30 minutes before the TOBT (CDM mode) or EOBT (without CDM).

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

  1. Aircraft callsign in accordance with the filed flight plan (FPL).

  2. Aerodrome of origin.

  3. Aircraft stand.

  4. Destination aerodrome.

  5. Letter corresponding to the ATIS information received.

  6. ICAO aircraft type designator.

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

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

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

1. Aircraft callsign.

2. Destination aerodrome.

3. Assigned runway for departure.

4. Take-off procedure (SID).

Note: The initial altitude will correspond to the published SID.

5. SSR code mode A (SQUAWK).

6. ADT (Approved Departure Time).

Note: ADT = CTOT of the flight, if applicable.

7. Next frequency.

8. Current ATIS information letter.

9. Additional information, including the instruction to contact GMC for start-up clearance or instructions to request said clearance in the event that the start-up clearance parameters indicated in AD2, Item 20, 3.4. are not fulfilled.

• When a CLD message is sent within the valid TOBT and TSAT range, ATC clearance with and instructions to contact GMC will be given. If not ready for start-up, the pilot shall not accept the frequency change and shall send a new message or contact the CLR controller by voice when ready.

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

• When a CLD message is received, the pilot:

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

  2. If the pilot considers the authorization CLD message to be correct, he/she must respond via data link with a CDA message (Departure Clearance Echoback).

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

• When the correct CDA message is received, the ATC system will send the aircraft a "CLEARANCE CONFIRMED" message in the FMS and will terminate the communication via data link.

The push-back and/or start-up request must be made on the corresponding GMC frequency and it shall start within 5 minutes of the time of transfer to the GMC frequency. Start-up and push-back clearances can only be given by GMC.

2. REVERT TO VOICE PROCEDURES

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

GENERAL

1. All surface movements of aircraft, towed aircraft, personnel and vehicles on the manoeuvring area are subject to prior ATC clearance.

2. Guidance service by "FOLLOW ME" vehicle is provided for aircraft on the apron in the following cases:

   • Towed aircraft.

   • Corporate aviation aircraft.

   • Code letter D or higher aircraft heading to parking positions without availability of Visual Docking Guidance System (SVGA).

   • Helicopters.

   • Aircraft heading to Ramp 32 (see AD 2-LEBL PDC).

   • At the discretion of the aerodrome, during special operations or when required by operational safety considerations.

   • Upon the aircraft pilot's request, when adverse weather conditions reduce visibility, or for other duly justified reasons.

3. The marshalling service for parking is provided by the driver of the "FOLLOW ME" vehicle in the following cases:

   • Corporate aviation aircraft.

   • Code letter D or higher aircraft heading to parking positions without availability of Visual Docking Guidance System (SVGA).

   • Helicopters.

   • Stands on Ramp 32 (see AD 2-LEBL PDC).

   • At the discretion of the aerodrome, during special operations or when required by operational safety considerations.

   • Aircraft allocated to contact stands at the terminal building where a Visual Docking Guidance System (VDGS) is not provided, unserviceable, or temporarily out of use.

4. The marshalling service for stand exit is provided by the ground handling agent.

5. Barcelona Ground Movement Control (GMC) is responsible for:

   • Control of all aircraft, personnel and vehicle movements on the manoeuvring area except for the runway or runways in use;

   • Issuing clearances and instructions for towed push-back and taxiing of aircraft and vehicles;

   • Reporting the stands assigned to aircraft by the Operational Coordination Centre (CECOPS).

6. Avoidance of collisions with other aircraft or obstacles is the responsibility of:

   • Pilots taxiing in the apron and taxiway segments not visible from TWR (see AD 2-LEBL GMC);

   • Ground handling agents during the aircraft towing.

PUSH-BACK MANOEUVRING AND TAXIING

Aircraft must commence taxiing on the apron using the minimum necessary thrust.

1. Aircraft must be ready for towed push-back or taxiing within 5 minutes of the GMC frequency transfer time, otherwise the pilot shall inform ATC.

2. Aircraft with wingspan equal to or greater than 52 m or vertical empennage equal to or greater than 14.86 m, shall report this in the first call to GMC.

3. When an aircraft is ready to the push-back and/or taxiing, it shall request clearance on the taxiing frequency indicated in AD 2-LEBL GMC before this may start.

4. Powerback push-back is prohibited.

5. At all aircraft stands in contact with the terminal building, it is prohibited to start engines at a rate above idle until the aircraft has completed the pushback and has been expressly cleared to do so.

6. When requesting start up, if an aircraft has reported the need for performing a cross-bleed engine start, this shall be requested on the taxiing frequency indicated in AD 2-LEBL GMC.

7. In parallel runways operation:

   • G.1. Under normal conditions aircraft will taxi following the routes described in section 2 (TAXIING ROUTES) corresponding to the configuration in use.

   • G.2. Under certain circumstances, ATC may authorize an aircraft to shorten the route by crossing the runway in use. In this case the crew must be in a position to accelerate the crossing of the runway in use and may not taxi at low power ("reduced engine taxi'), notifying ATC otherwise.

   • G.3. During the summer season, G.2 will not be applicable to general aviation aircraft coming from Ramps 0 and 1, except for State flights, ambulance flights with a MEDEVAC flight plan, rescue flights or flights providing non-commercial services to public entities.

8. In all cases GMC shall establish the appropriate apron GATE.

9. When vacating the runway, if taxiing instructions have not been received, all aircraft except code letter F aircraft, shall stop at the end of the exit taxiway segment.

   Code letter F aircraft vacating it via:

   • R6: Shall halt on TWY N10 and hold short of GATE ES.

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

   • Y6: Shall halt on TWY N13 and hold short of GATE CS.

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

10. To reduce the risk of runway incursions by aircraft, pilots shall base the continuity of taxiing on the possibility of following the green taxiway centre line lights (when these are switched on). In the event of losing this visual reference, they shall stop taxiing, notify their position and request instructions from ATC. The taxiing instructions shall include clearance to cross active and non-active runways. If they do not receive this clearance, aircraft shall hold at the holding position of the appropriate runway.

11. Taxiing of Aircraft: A388, A346, B748 and AN124.

    • K1. On straight sections of taxiways, the yellow centreline shall be followed, without deviating from it.

    • K2. During manoeuvres between taxiways, discretionary overshooting will be performed.

    • K3. Aircraft shall initiate movement with minimum thrust and taxi with external engines at idling speed.

    • K4. The taxiing restrictions for A388, B748 and AN124 aircraft are indicated in AD 2-LEBL GMC 1.5.

12. Aircraft must approach as close as possible to the runway-holding position or intermediate holding position (see AD 1.1 item 5.7). Pilots taxiing behind an aircraft stopped at a runway-holding position or intermediate holding position are responsible for keeping a safe distance from it. If there is any doubt about whether an aircraft located at a runway-holding position or intermediate holding position can be overtaken safely, the taxiing aircraft must stop, notify ATC and request alternative instructions.

RESTRICTION ON TAXIING

1. GENERAL

Aircraft classification according to chapter 1 of annex 14 ICAO:

• Code letter F: Wingspan 65 m up to but not including 80 m.

• Code letter E: Wingspan 52 m up to but not including 65 m.

• Code letter D: Wingspan 36 m up to but not including 52 m.

• Code letter C: Wingspan 24 m up to but not including 36 m.

• Code letter B: Wingspan 15 m up to but not including 24 m.

• Code letter A: Wingspan up to but not including 15 m.

2. RUNWAY-HOLDING POSITIONS

• Maximum aircraft entering in Y5, Y6, Y7, Z2, Z3, Z4, Z5, Z6, Z7:

• Maximum aircraft taxiing via N13 with aircraft stopped in Y5, Y6, Y7:

• Maximum aircraft taxiing via CS/BS with aircraft stopped in Y5/Y7:

• Maximum aircraft taxiing via N with aircraft stopped in Y4/Y2/Y1/N1/E6/D4:

• Maximum aircraft taxiing via M with aircraft stopped in runway-holding positions CAT II/III of Y4 and Y2:

• Maximum aircraft taxiing between T2 and S1 with aircraft stopped in T1:

• Maximum aircraft taxiing between U1 and S5 with aircraft stopped in S4 nosed the East:

• Maximum aircraft taxiing between T13 and S14 with aircraft stopped in T14:

• Maximum wingspan of aircraft entering in U:

• Aircraft with code letter E or greater will take off via RWY 20 from TWY U3L only.

• Maximum aircraft taxiing between U1 and U2 with aircraft stopped in UB:

• Maximum aircraft taxiing between J5 and E3 with aircraft stopped in E2:

• Maximum aircraft entering in G:

• Maximum aircraft taxiing via K1 with aircraft stopped in G3:

• Maximum aircraft taxiing via K1 with aircraft stopped in G2:

• Maximum aircraft taxiing via K11 with aircraft stopped in G10:

• Maximum aircraft taxiing via K11 with aircraft stopped in G11:

• Maximum aircraft taxiing via rapid exit taxiways G4 or G9 with aircraft stopped in G3 or G10:

• Maximum aircraft entering in M1, N1, Y1, S1 and T1:

3. TAXIING

• Between GATE CN and S2/T2 the following taxiing restrictions are established between aircraft situated on TWY S and T:

• Between GATEs CN and KN the following taxiing restrictions are established between aircraft situated on TWY B, S and T:

• Between GATE KN and S14/T14 the following taxiing restrictions are established between aircraft situated on TWY S and T:

• During engine testing on TWY T2, taxiing via S1 is not allowed. If the aircraft in TWY T2 is not testing engines or has finished this, the following taxiing restrictions are established in S1:

• During engine testing on the TWY N1, taxiing via TWY Y1 and between TWY M2 and M1 is not allowed. If the aircraft in TWY N1 is not testing its engines or has finished this, there are no taxiing restrictions between TWY M2 and M1, but taxiing via TWY Y1 is not allowed.

• Between M16 and N16 the following taxiing restrictions are established:

• Between M15/N15 and GATE DS the following taxiing restrictions are established between aircraft situated on TWY L, M and N:

Push-back to TWY L from PRKG 214 is permitted for aircraft of maximum wingspan 61 m.

• Between GATE DS and TWY E5, the following taxiing restrictions are established between aircraft situated on TWY M and N:

• Between TWY E5 and M2/N2, there are no taxiing restrictions between aircraft situated on TWY M and N:

• Taxiing restrictions are established between aircraft situated on TWY J7/J8 and K8:

• Between GATE PS and TWY Q12 the following taxiing restrictions between aircraft are established on TWY Q and K:

• At GATE BN taxiing restriction is established for aircraft with a maximum code letter of B.

• Simultaneous manoeuvres of aircraft with code letter D or below on TWY M and N, do not have any taxiing restrictions.

• Simultaneous manoeuvres of aircraft with code letter D or below on TWY B, S and T, do not have any taxiing restrictions.

• TWY B, L and Q are used to access to the stand.

• On TWY B6 to B11, L11 to L8, Q6, Q7, Q8, P2, P6, P7, G3, G10, U3R, U4, U5, U6 and U7 taxiing restriction is established for aircraft with a maximum code letter E.

• On TWY L12 to L14, taxiing restriction is established for aircraft with a maximum code letter D.

• On TWY ES1, FS1, GS1, HS1, LS1 and MS1 taxiing restriction is established for aircraft with a maximum code letter C.

• The taxiing of aircraft with vertical stabilisers in the tail empennage equal to or greater than 16.46 m from S16 to M16 or vice versa, is incompatible with landings on RWY 06L.

• The taxiing of aircraft with vertical stabilisers in the tail empennage equal to or greater than 14.86 m from T14 to N16 or vice versa, is incompatible with landings on RWY 06L.

• The taxiing of any aircraft from S14 to M16 or vice versa, and from T14 to N16 or vice versa, is incompatible with take-offs from RWY 24R.

PARALLEL RUNWAY OPERATION

1. WEST CONFIGURATION (WRL). See AD 2-LEBL GMC 1.1

1. GENERAL

• Arrivals by RWY 24R.

• Departures by RWY 24L.

• The general taxiing direction in TWY S is to the West.

• The general taxiing direction in TWY T is bidirectional.

• The general taxiing direction in TWY N is bidirectional.

• The general taxiing direction in TWY M is to the East.

• The general taxiing direction in TWY E is to the South.

• The general taxiing direction in TWY D is to the South

• The general taxiing direction in TWY J is to the West.

• The general taxiing direction in TWY K is to the East (K11 to K8 bidirectional).

2. ARRIVALS

The following taxiing routes are established for aircraft arriving by RWY 24R:

Terminal T1

Aircraft with stands at Terminal T1 shall vacate RWY 24R and follow the ATC instructions corresponding to their stand:

• Ramp-9: Shall vacate RWY 24R to the North and follow ATC instructions.

• Ramps-10, 11, 12 and 16: Shall vacate RWY 24R to the South and shall taxi via TWY N/M to the GATE indicated by ATC.

• Ramps 13, 14, 15 and 17: Shall vacate RWY 24R to the South and shall taxi via TWY N/M, E and J/K to the GATE indicated by ATC.

Terminal T2

Aircraft with stand at Terminal T2 shall vacate RWY 24R to the North and they shall follow ATC instructions.

3. DEPARTURES

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

The following taxiing routes are established for aircraft departing from RWY 24L:

Terminal T1

• Ramp-9: Join through the GATE indicated by ATC, to S, M, E or D and K up to holding position RWY 24L.

• Ramps-10, 11, 12 and 16: Join through the GATE indicated by ATC, to M, E or D and K up to holding position RWY 24L.

• Ramps-13, 14, 15 and 17: Join through the GATE indicated by ATC, to K up to holding position RWY 24L.

Terminal T2

Join through the GATE indicated by ATC, to U, S, M, E or D and K up to holding position in RWY 24L

2. EAST CONFIGURATION (ELR). See AD 2-LEBL GMC 1.2

1. GENERAL

• Arrivals by RWY 06L.

• Departures by RWY 06R.

• The general taxiing direction in TWY S is to the West.

• The general taxiing direction in TWY T is bidirectional.

• The general taxiing direction in TWY N is to the West.

• The general taxiing direction in TWY M is to the East.

• The general taxiing direction in TWY E is to the South.

• The general taxiing direction in TWY J is to the West.

• The general taxiing direction in TWY K is to the West.

2. ARRIVALS

The following taxiing routes are established for aircraft arriving by RWY 06L:

Terminal T1

Aircraft with stand in Terminal T1 shall leave RWY 06L and they shall follow the ATC instructions belows, depending on their stand:

• Ramp-9: Shall vacate RWY 06L to the North and follow ATC instructions.

• Ramps-10, 11, 12 and 16. Shall vacate RWY 06L to the South and shall taxi via TWY N to the GATE indicated by ATC.

• Ramps-13, 14, 15 and 17.:Shall vacate RWY 06L to the South and shall taxi via TWY N, E and J/K to the GATE indicated by ATC.

Terminal T2

Aircraft with stand on Terminal T2 shall vacate RWY 06L to the North and they shall follow the ATC instructions.

3. DEPARTURES

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

The following taxiing routes are established for aircraft departing from RWY 06R:

Join through the GATE indicated by ATC, to U, S, M, E, J and K up to holding position of RWY 06R.

OPERATION WITH INTERSECTING RUNWAYS

1. NORTH CONFIGURATION (ENR). See AD 2-LEBL GMC 1.3

1. GENERAL

• Arrivals by RWY 02.

• Departures by RWY 06R.

• The general direction of taxiing in TWY S is towards the West.

• The general direction of taxiing in TWY T is towards the East.

• The general direction of taxiing in TWY N is towards the West.

• The general direction of taxiing in TWY M is towards the East.

• The general direction of taxiing in TWY E is towards the South.

• The general direction of taxiing in TWY J is towards the West.

• The general direction of taxiing in TWY K is towards the West.

2. ARRIVALS

Aircraft shall preferably vacate RWY 02 via TWY UB, notifying ATC if they need to exit by the runway end.

The following taxiing routes are established for aircraft landing by RWY 02:

Terminal T1

• Ramp-9: Incorporation into U and S up to the GATE indicated by ATC.

• Ramps-10, 11, 12 and 16: Incorporation into U and S up to S7, E and N up to the GATE indicated by ATC.

• Ramps-13, 14, 15 and 17: Incorporation into U and S up to S7, E and J/K up to the GATE indicated by ATC.

Terminal T2

Incorporation into U and S up to the GATE indicated by ATC.

3. DEPARTURES

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

The following taxiing routes are established for aircraft taking off by RWY 06R:

Terminal T1

• Ramp-9: Incorporation, via the GATE indicated by ATC, into T up to T8, E, J and K up to the holding position of RWY 06R.

• Ramps-10, 11, 12 and 16: Incorporation, via the GATE indicated by ATC, into M, E, J and K up to the holding position of RWY 06R.

• Ramps-13, 14, 15 and 17: Incorporation, via the GATE indicated by ATC, into J and/or K up to the holding position of RWY 06R.

Terminal T2

Incorporation, via the GATE indicated by ATC, into S up to S7 or T up to T8, E, J and K up to the holding position of RWY 06R.

OPERATION WITH SINGLE RUNWAY

1. WEST CONFIGURATION (WLL). See AD 2-LEBL GMC 1.4

1. GENERAL

• Arrivals by RWY 24L.

• Departures by RWY 24L.

• The general direction of taxiing in TWY S is towards the East.

• The general direction of taxiing in TWY T is towards the West.

• The general direction of taxiing in TWY N is towards the West.

• The general direction of taxiing in TWY M is towards the East.

• The general direction of taxiing in TWY E is towards the North.

• The general direction of taxiing in TWY D is towards the South.

• The general direction of taxiing in TWY J is towards the East.

• The general direction of taxiing in TWY K is towards the East (K11 to K8 bidirectional).

2. ARRIVALS

Aircraft landing by RWY 24L shall notify ATC if they need to vacate it by the runway end.

The following taxiing routes are established for aircraft landing by RWY 24L:

Terminal T1

• Ramp-9: Incorporation into K, J, E and T up to the GATE indicated by ATC.

• Ramps-10, 11, 12 and 16: Incorporation into K, J, E and N up to the GATE indicated by ATC.

• Ramps-13, 14, 15 and 17: Incorporation into K up to the GATE indicated by ATC.

Terminal T2

Incorporation into K, J, E and S or T up to the GATE indicated by ATC.

3. DEPARTURES

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

The following taxiing routes are established for aircraft taking off by RWY 24L:

Terminal T1

• Ramp-9: Incorporation, via the GATE indicated by ATC, into S up to S7, D and K up to the holding position of RWY 24L.

• Ramps-10, 11, 12 and 16: Incorporation, via the GATE indicated by ATC, into M up to M6, D and K up to the holding position of RWY 24L.

• Ramps-13, 14, 15 and 17: Incorporation, via the GATE indicated by ATC, into K up to the holding position of RWY 24L.

Terminal T2

Incorporation, via the GATE indicated by ATC, into S up to S7 or T up to T6, D and K up to the holding position of RWY 24L.