LEPA/LESJ AD 2 AERODROME DATA

RESTRICTIONS TO OPERATIONS

From May 1st until October 31st, the use of the airport will be restricted for aircraft with a cruising speed lower than 220 kt (except State, hospital and search and rescue aircraft), daily from 0530 to 0700 and 1600 to 1830.

If any affected aircraft requires the use of the airport during these periods, it shall assume the possible delays, as not restricted aircraft will always have priority.

Due to General Aviation apron limited capacity, from April 1st until September 30th, all the General Aviation and Corporative Aviation traffics which want to operate in the airport, must include in their messages or request for slot the data corresponding to the arrival and the departure flights. The slot request shall be understood as not authorized until the reception of the confirmed coordination. The coordination request must include: aircraft registration number, ICAO code, length and wingspan.

From 01 June until 30 September, the maximum parking time on the general aviation apron for an aircraft over 20 m in length shall be 7 days, unless expressly authorised by the airport.

In case of lack of capacity in the apron, it should may coordinate flights with a maximum stay of 3 hours, in order to unload passengers and refuelling of the aircraft, but at least one member of the crew shall stay inside the aircraft.

Flights without previous coordination requested, shall be coordinated on arrival, subject in every case to the capacity available.

In the event of apron capacity problems, if, upon the arrival of a General and Business Aviation flight, there are discrepancies (time, aircraft type, date of operation) with respect to the slot cleared, Palma de Mallorca airport reserves the right to deny the stay coordinated and authorise only three hours. In this case, the crew will not be able to leave the aircraft until it departs.

Changes to coordination required by a change of airline designator shall be requested directly from the operations centre of the airport, and prior to the arrival of the flight in question.

See section 1.3.1.7 of AD 1.1 regarding coordination with airlines for emergency management.

DIVERTING

All flights which, by any cause, deviate to the airport, shall notify the cause of this matter to the Air Navigation Services whom, in turn, will transmit it to CEOPS of the airport.

GENERAL AVIATION AND BUSINESS

It is mandatory to contract handling agent for all operation to General and Business Aviation, by virtue of provisions in item 3.1.6 of AD 1.1 of the AIP-Spain.

FOREIGN STATE AIRCRAFT

PPR must be requested at least 72 hours in advance in all cases.

TRANSPORT OF LIVE ANIMALS

To guarantee compliance with the Regulation (EU) No 576/2013 of the European Parliament and of the Council of 12 June 2013 on the non-commercial movement of pet animals and repealing Regulation (EC) No 998/2003, any Air Carrier wishing to operate at the Airport and transport the animals (pets) set out in part A of Annex I to the cited Regulation (dogs, cats and ferrets) in the cabin, as part of passenger hand baggage, must have engaged a handling agent who is to be responsible for handling the same in those cases where, during the checks undertaken by the Resguardo Fiscal of the Guardia Civil or Customs Personnel of the Passenger Terminals of Palma de Mallorca Airport, some breach of the health requirements established in the cited regulations is detected, prompting the animal's rejection at the point of entry.

The management for animals rejected at the border shall include, at least, transport to the facilities of the Border Inspection Service at the appropriate cargo terminal, their subsistence, veterinary care and animal welfare, and even their return to origin within the periods stipulated by the public health authorities.

APRON

1. It is forbidden to cross the taxiways in the apron on foot. Access to the aircraft on foot will only be possible if parked in a stand next to the terminal building. Access to the rest of stands shall be made by vehicle.

2. On every stand equipped with 400 Hz system supply:

   • It is mandatory the use of the 400 Hz system.

   • Terminal contact stands:

     The use of aircraft APU (Auxiliary Power Unit) is forbidden for the period with 2 minutes after blocks-on for arrivals and 6 minutes before the departure TOBT, except for wide-body aircraft, which are allowed to use it 5 minutes after in-block upon arrival and until 10 minutes before TOBT. The aircraft APU (Auxiliary Power Unit) will only be used when neither the 400 Hz system nor the mobile units are operative, or when the air conditioning service is required and it is not available.

   • The use of a harness hook is recommended for fastening of the 400 Hz hosepipe of the system to the aircraft. Otherwise, the airport authority will not accept responsibility for any damages the aircraft could suffer.

   • Remote stands:

     Use of the aircraft APU is prohibited during the period between 10 minutes after in-block upon arrival and 10 minutes before the departure TOBT, except for wide-body aircraft, which are allowed to use it from 15 minutes after in-block upon arrival until 50 minutes before departure. The APU (Auxiliary Power Unit) of the aircraft may only be used when the mobile units are not available.

3. When it is necessary to connect the 400 Hz system before an aircraft turn off the engines, either due to the aircraft APU (Auxiliary Power Unit) is not operational or a company procedure with prior permission of the airport authority:

   • The flight coordinator shall ascertain that the aircraft is totally stopped and confirm it by means of signals with the pilot in charge of the aircraft (RCA, Appendix C, Adjunct 5) before the blocks will be on.

   • Any operation shall not be carried out until the blocks will be on.

4. On the remote stands without 400 Hz system, the use of APU (Auxiliary Power Unit) is forbidden during the night hours, (see item 21), except for aircraft cleared to start-up engines and taxiing.

START-UP PROCEDURE

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

• from 5 minutes prior to TOBT up to TOBT for flights regulated with CTOT,

• from 5 minutes prior to TOBT up to 5 minutes after for other 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.

If possible, Palma Clearance will transfer traffic to GMC in order to request start-up and push-back / taxiing on the same frequency between TOBT -5 and TOBT +5. 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.

In case of non-compliance with A-CDM parameters, ATC will not record the request for start-up and the pilot should contact his flight coordinator to correct A-CDM parameters. Palma Clearance will not provide information about non-compliance of the A-CDM process to avoid frequency overload.

Once the start-up request has been recorded and TSAT information has been provided, in order to avoid saturating the CLR frequency, pilots will refrain from making successive calls before receiving the call from Palma Clearance.

If Palma Clearance does not receive a start-up request within 5 minutes after TOBT has been given, the flight will lose its TSAT and its request 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 start-up and push-back request should be made on the corresponding GMC frequency, and should start within 5 minutes from the transfer to the GMC frequency. Authorization for push-back can only be given by GMC.

The push-back maneuver may not be performed without the express authorization of GMC.

For start-up manoeuvres with GPU or external APU, the aircraft should request authorization for cross-bleed start in addition to pushback authorization at ground control radio frequency and subsequently start up one engine, perform the pushback manoeuvre (or autonomous output) maintaining idle engine power until positioned on the apron taxiway, and then the power can be increased in order to start up the rest of the engines, strictly as necessary.

When starting engines at idling speed, the boarding bridge must always be disconnected.

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 command with the controller and request a new authorization.

Push and hold manoeuvre When an aircraft has a long duration SLOT, the pilot may request a "Push and Hold" to the handling agent. The Airport Operations Coordination Centre (CEOPS) will contact TWR to communicate the possibility of a push and hold manoeuvre for the aircraft indicating the available parking, and TWR will transmit the information to the flight crew. The aircraft may move to the remote parking stand under its own power or by dragging. When parked, it may keep the engines running, with signalling by means of three cones in front of the aircraft, or it may switch the engines off, in which case no signalling is required. When exiting, the pilot shall notify TWR. TWR will notify the Signalman to review FOD on the parking stand and review the exit by the aircraft.

Possible remote parking stands for this manoeuvre are: PRKG 114B and 118B (autonomous). Only Category C aircraft. Only with Configuration 24.

TAXIING PROCEDURES

To optimise apron management at times of high traffic demand, a zone called GMC-C is defined (see the PDC chart for more detail), which will be managed at different times either by GMC-N or GMC-S.

1. DEPARTING AIRCRAFT

Pilots shall contact the corresponding Palma Ground (GMC, GMC-N, GMC-S) (see item 18) to request permission for towed push-back and/or taxiing.

The aircraft must be ready to be pushed back by towing or taxiing no later than 5 minutes after the time transferring to the GMC frequency. In case of autonomous positions, they must be ready for start-up at the time of transfer to GMC, and ready for taxiing within 5 minutes of the GMC approved start-up time. Otherwise the pilot must notify ATC.

Whenever an incorrect push-back of aircraft is detected, GMC will request the pilot to park the aircraft in the initial position again.

Whenever the pilot wishes to request a push-back that does not follow any of the published procedures, should contact the corresponding GMC who will send a “FOLLOW ME” vehicle to oversee the operation.

GMC may approve the published push-back corresponding to the opposite configuration to the runway in use, reporting the pilot which direction has to nose to.

The use of the reverse power is forbidden in the whole apron for the backward operation.

2. ARRIVING AIRCRAFT

If no taxiing instructions are received, aircraft shall hold position short of the NORTH/SOUTH TWY after vacating the runway and expect ATC taxiing instructions in order to continue taxiing up to the parking position.

When GMC-N and GMC-S are operational, if the aircraft does not manage to establish communication with the GMC to which it has been transferred, it shall hold at the first intermediate holding position along its taxiing route.

Guidance by a “FOLLOW ME” vehicle will only be provided to General Aviation stands and those which visual docking guidance system is U/S.

Guidance service will also be provided on TWR or pilot's request or in exceptional cases.

Aircraft taxiing to the PRKG between 30 and 48, shall entry, preferably, by TWY V1 and hold short of the intermediate holding position.

ATC will authorize, whenever possible, the direct entry to those parking positions by TWY V2.

It is very important that before going to the apron aircraft pay special attention to the traffic on the taxiways. Aircraft taxiing on the apron shall do so at a speed that provides sufficient reaction time to prevent hard braking. In the service roads next to GATE F, G, K and M as specially critical areas where aircraft must pay special attention to traffic speed because aircraft has the appropriate speed to stop in a safe way for any circumstance which occurs during its course.

STANDARD TAXIING ROUTES

TAXIING RESTRICTIONS

Aircraft classification according to chapter 1 of annex 14 ICAO:

• Code letter F: 65 m or above wingspan, and below 80 m.
• Code letter E: 52 m or above wingspan, and below 65 m.
• Code letter D: 36 m or above wingspan, and below 52 m.
• Code letter C: 24 m or above wingspan, and below 36 m.
• Code letter B or below: Below 24 m wingspan.

(1) H7: Except aircraft of model B747.

(2) N7 exclusively for helicopter use in air taxiing.

AIRCRAFT STANDS CHARACTERISTICS

See AD 2-LEPA/LESJ PDC 1.3 and next.

MODE S TRANSPONDER OPERATION WHEN THE AIRCRAFT IS ON GROUND

In order to cooperate with the Mode-S based Advanced Surveillance System, aircraft operators intending to use Palma de Mallorca airport shall ensure that the Mode S transponder are able to operate when the aircraft is on the ground.

Pilots shall:

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

• From the request for towed push-back or taxi, whichever is earlier.

• After landing, continuously until the aircraft is fully parked on stand.

• When fully parked on stand, select STBY.

Whenever the aircraft is capable of reporting Aircraft Identification (i.e. call sign used in flight), the Aircraft's Identification should also be entered (through the FMS or the Transponder Control Panel) from the request for towed push-back or taxi, whichever is earlier. Air crew must use the ICAO defined format for entry of the Aircraft Identification (e.g. BAW123, AFR6380, ...).

To ensure that the performance of systems based on SSR frequencies (including airborne TCAS units and SSR radars) is not compromised, TCAS should not be selected before receiving the clearance to line up. It should then be deselected after vacating the runway. To carry out maintenance works on TCAS systems that require them to be on, they shall be conducted with prior coordination with the Airport. For aircraft taxiing without flight plan, Mode A code 1000 should be selected.

Facility restrictions

Only the following code letter F aircraft may operate at Palma de Mallorca airport: A124, B748 and A388. Neither the arrival nor the permanence of any code letter F aircraft will be authorized without the previous airport authority permission.

Code letter F operations are not permitted if RWYCC is less than 2.

Landing and take-off operations for code letter F aircraft shall be carried out on/from RWY 06L/24R.

Stands

• PRKG 118 (maximum aircraft: A388/B748)

• PRKG 306 (maximum aircraft: A124).

• As alternative to these stands, and in case of contingency, an aircraft may be parked on TWY LA (Maximum aircraft: A388/B748).

Taxiing routes

1. Arrivals by RWY 06L

   • PRKG 118: Runway end (H2), TWY NORTH, LINK and GATE F.

   • PRKG 306: Runway end (H2), TWY NORTH, GATE A and TWY LA.

   • PRKG in TWY LA: Runway end (H2), TWY NORTH, GATE Z and TWY LA.

2. Departures from RWY 06L

   • PRKG 118: TWY LF, GATE F, TWY LINK, NORTH and runway-holding position H4.

   • PRKG 306: TWY LA, GATE Z, TWY NORTH and runway-holding position H4.

   • PRKG in TWY LA: TWY LA, GATE A, TWY NORTH and runway-holding position H4.

3. Arrivals by RWY 24R

   • PRKG 118: Runway end (H4), TWY NORTH, LINK and GATE F.

   • PRKG 306: Runway end (H4), TWY NORTH, GATE A and TWY LA.

   • PRKG in TWY LA: Runway end (H4), GATE Z and TWY LA.

4. Departures from RWY 24R

   • PRKG 118: TWY LF, GATE F, TWY LINK, NORTH and runway-holding position H2.

   • PRKG 306: TWY LA, GATE Z, TWY NORTH and runway-holding position H2.

   • PRKG in TWY LA: TWY LA, GATE A, TWY NORTH and runway-holding position H2.

Facility restrictions

1. Parking on PRKG 118:

   • During entry/exit operations of aircraft into/from the stand, the circulation of vehicles in the adjacent service road will be limited, for which purposes "STOP Aircraft Passing" signals will be provided. During the push-back manoeuvre, circulation in the service road will be halted at the level of the line of equipment restricted area (ERL) PRKG 116 and 117 and, at the other end, at the level of the “STOP Aircraft Passing” signal next to PRKG 119.

   • It will not be possible to use PRKG 119 during entry/exit operations of aircraft into/from the stand. The “FOLLOW ME” vehicle will ensure there are no aircraft, vehicles or persons in that stand.

   • There cannot be aircraft pushing back in PRKG 26, 119 and 117.

2. Parking on PRKG 306:

   • During the stay of the aircraft on the PRKG 301, 303, 307, 307B, 308B and 309B will be unavailable. (PRKG 308 and 309 will remain operational).

3. Parking on TWY LA:

   During the stay of the aircraft on TWY LA:

   • TWY LA will be unavailable.

   • PRKG 306 to 311 will be unavailable. (PRKG 301 and 303 shall remain operational).

   • GATE Z will be unavailable. Nevertheless, to maintain the availability of PRKG 301, (this will be necessary for the operation of the SASEMAR), the closed lighting for TWY LA will be activated from PRKG 307 to 311, and operations on PRKG 301 will be guided by signalmen.

   • The aircraft shall access via GATE Z and start its deviation from the centre line of TWY LA towards the ABL at the level of the entry line for PRKG 307. It shall park on the ABL line, with the aircraft's nose wheels at the level of the entry line for PRKG 309.

Taxiing restrictions

1. In the case of parking of an aircraft on PRKG 306 and TWY LA (on arrival by RWY 06L or departure by RWY 24R) and on PRKG 118 (on arrival by RWY 24R or departure by RWY 06L), during the taxiing of the aircraft via TWY NORTH, in its section between threshold RWY 06L and LINK:

   1. Aircraft are not allowed to taxi via TWY W5.

   2. Aircraft are not allowed to taxi via TWY LA, LB, LC.

   3. Aircraft are not allowed to hold at GATE A, B, C, D, E or the intersection LINK-NORTH.

• During landing and take-off of the aircraft, departing aircraft shall hold on TWY NORTH.

• With the aircraft halted at the runway holding position H2 or taxiing towards the same, taxiing via TWY NORTH from N1 to H1 is not allowed, nor will any aircraft be allowed to stay on H1. Therefore, aircraft must wait at the intermediate holding position North 13, unless they have been cleared by TWR to take off from the intersection via N1.

• In the event there is an aircraft landing on the runway, code letter F aircraft must hold for take-off on TWY NORTH. This requirement is not necessary if the runway is being used only for take-offs, in which case the code letter F aircraft may employ the holding positions.

• Intermediate holding positions which are within the taxiing routes for code letter F aircraft shall not be used while this type of aircraft is taxiing.

• Runway holding positions H4-H5 without presence of aircraft, during the taxiing of aircraft via the section of TWY NORTH between GATE A and Z.

• Restriction on CAT II/III arrivals.

• GATE Z is only an entry and exit gate from TWY H4 or H5.

Operational restrictions for the aircraft

• If they are available, it is required that, during taxiing, the outer engines of the aircraft should be set to idling power, to avoid the generation and ingestion of FOD.

• It is required that aircraft accomplish oversteering manoeuvres to correct for the path of the curved sections of TWY H4 to/from runway thresholds, as well as for the curved sections of LINK at its access to NORTH and for TWY LINK at its access to GATE F and for F at its access to TWY LINK.

• The use of PAPI signals is not recommended, to prevent incorrect instructions during landing.

• Limitation on engine power on the apron (AIP AD 1 Aerodromes/Heliports. Introduction. AD 1.1 Airports and heliports availability): “The areas and spaces defined on the aprons are designed on the assumption that aircraft will manoeuvre using powers similar to idling. In the event that due to some circumstance, it is required to increase power significantly within the apron, pilots must coordinate with ATC so that the manoeuvre can be supervised by a signalman.”

• The aircraft shall not carry out CAT II/III arrivals operations on RWY 06L/24R.

• At Palma de Mallorca airport, aircraft operations for the purposes of take-off are allowed under low visibility conditions.

• Whenever possible, it is recommended to carry out the take-off operation using low engine power.

PREFERENTIAL RUNWAYS

1. West configuration:

   West configuration will be preferential, whenever the tailwind component, including gusts, does not exceed 10 kt and the runway is dry, or wet with braking action good; the change of configuration may be considered from a tailwind of 7 kt.

   Arrivals: RWY 24L

   Departures: RWY 24R

   To accelerate arriving traffic the RWY 24R could be used on ATC’s initiative request.

2. East configuration:

   Arrivals: RWY 06L

   Departures: RWY 06R

   To accelerate departing traffic, the RWY 06L could be used on ATC’s initiative request.

   Pilots asking for the use of a different runway of the one for the configuration in use will assume the possible delays.

MINIMUM RUNWAY OCCUPANCY TIME

ARRIVALS

To minimize the runway occupancy time and the possibility of "go-around", pilots are reminded:

• Whenever the conditions of the runway so allow, they should use the following or earlier RET, unless otherwise instructed by ATC. Otherwise, they must notify ATC in the first communication with TWR:

NOTE: On RWY 06L, the THR-RET distance for N2 is 2130 m.

• To vacate runway expeditiously at the fastest speed commensurate with safety.

• To adjust taxi speed after touchdown when it is evident that the aircraft will miss the planned RET, avoiding low speeds on the runway.

• To vacate the runway completely before halting. Should they not be able to contact GMC, after leaving the runway free, hold until they establish that communication.

DEPARTURES

Pilots should be ready for departure when reaching the runway-holding position.

On receipt of line-up clearance pilots should ensure that they are able to taxi and line-up on the runway as soon as the preceding aircraft has commenced either its Take-Off roll or Landing run.

Pilots who require additional separations (due to wake turbulence or other reason), shall notify ATC as soon as possible and before crossing the runway-holding position.

Pilots should be able to commence the Take-Off roll immediately when Take Off Clearance is issued.

Pilots unable to comply with this requirement shall notify ATC as soon as possible and await instructions. When appropriate, ATC could cancel the clearance and instruct the aircraft to vacate runway.

Any runway access road whose stop bar stays on due to technical failure will be disconnected. In the event of traffic on such a road, exceptional instructions may be given to cross the road using double confirmation.

DEPARTURES FROM INTERSECTION

Pilots who request or accept to take off from intersection shall inform ATC accordingly on initial contact with GMC.

WAKE TURBULENCE CATEGORIES

Relating to the wake turbulence category, all aircraft are classified depending on their Maximum Take-Off Weight (MTOW) as follows:

• HEAVY: 136000 kg (MTOW) or more.
• MEDIUM: Less than 136000 kg (MTOW) and more than 7000 kg (MTOW).
• LIGHT: Equal or less than 7000 kg (MTOW).

Wake Turbulence Minimum Separation will be applied to all departing aircraft according to the following table:

NOTE 1: Due to its unusual Wake Turbulence characteristics, B757 is categorized as HEAVY when followed by a MEDIUM or LIGHT aircraft, but as MEDIUM when it follows a HEAVY aircraft.

NOTE 2: The standard Minimum Separation by time will be increased in 1 extra minute when an aircraft departs from an intersection following a full-length departure having a higher wake turbulence category.

NOTE 3: The standard Minimum Separation by distance will be applied in a way that, once airborne, aircraft shall comply with their specified Minimum Separation.

Aircraft unable to accept the minimum wake turbulence separation shall advise ATC as soon as possible on transfer to DEP frequency but before line-up clearance is issued. Pilots accepting line-up clearance without declaring the need for additional wake turbulence separation will be assumed to have accepted the standard Wake Turbulence Minimum Separation.

DEFINITIONS

• A-CDM:Airport Collaborative Decision Making

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

• TSAT: Target start-up clearance time. Estimated start-up time calculated based on the TOBT, taxi time from the stand, the CTOT (if subject to regulation) and the airport operational capacity.

• SOBT: Scheduled Off-Block Time.

GENERAL

Palma de Mallorca Airport applies A-CDM processes in the aircraft departure sequence. The A-CDM processes start three hours prior to the estimated off-block time (EOBT) and end with aircraft take-off. Throughout the process, all flight-related information must be kept up-to-date. The information will be sent automatically to the Network Manager Operations Centre (NMOC) at Eurocontrol and will be used to improve management in assigning calculated take-off times (CTOT).

Palma de Mallorca Airport applies the FAM (Flight Activation Monitoring) system managed by Eurocontrol. To prevent flight plans from being suspended automatically, the EOBT and TOBT must be kept up-to-date until the request for start-up, following the TSAT, so that the traffic flow enables departure to occur as close to TTOT as possible.

For further information, see AD 1.1, section 5.11 Coordination with the Network Manager Operations Centre (NMOC).

PROCESS