LEMG AD 2 AERODROME DATA

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 Approval 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

MÁLAGA/Costa del Sol 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 time (CTOT).

MÁLAGA/Costa del Sol 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.

PROCESS

1. 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.

2. 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 15 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.

3. 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.

4. ENGINE/TURBINE START-UP REQUEST

Aircraft may request ATC authorization from 30 minutes prior to their TOBT.

The aircraft on first call must provide:

• Report the type and series of aircraft, aircraft stand and the ATIS message received, pilot shall report that it is code letter E or F aircraft in case of an aircraft with wingspan 52 m or over.

• 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.).

The pilot shall contact Málaga Clearance at the designated frequency to indicate readiness for start-up:

• from 5 minutes before their TOBT until TOBT for CTOT flights.

• from 5 minutes before TOBT until 5 minutes after TOBT, for other flights.

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

In case of non-compliance with A-CDM parameters, the pilot should contact his flight coordinator to correct A-CDM parameters. Malaga Clearance will not provide information about non-compliance of the A-CDM process to avoid frequency overload.

If not within TSAT range, in order to avoid saturating the CLR frequency, pilots will refrain from making successive calls before receiving the call from Malaga clearance.

If Malaga 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.

Once transferred by Málaga Clearance, the pilot shall contact the corresponding GMC frequency within the next 5 minutes. Start-up and push-back clearance can only be granted by GMC and shall imply start-up clearance at idling speed. 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 authorized to do so.

During the start-up manoeuvre with GPU or external APU, aircraft shall report the performance of cross-bleed start together with the push-back request on the taxiing frequency and subsequently start up one engine, perform the pushback manoeuvre 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.

ATC AUTHORIZATION REQUEST VIA DATA LINK

Data Link (DCL) departure procedures are applied at MÁLAGA/Costa del Sol airport in the provision of ATC clearance services. For more information on the DCL service, see AIP ENR 1.5, section 3. DEPARTING FLIGHTS, ATC and startup clearance 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 AD 2, item 20, 1.3.4) 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, Malaga Clearance 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 instructions to contact Málaga clearance to indicate readiness for start-up or instructions to request said clearance in the event that the start-up clearance parameters indicated in AD 2, Item 20, 1.3.4 are not fulfilled.

• When a CLD message is sent within the valid TOBT and TSAT range, ATC clearance and the instruction 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 notification of readiness to start up must be requested on the designated Málaga Clearance frequency. After being transferred, the pilot shall contact the GMC frequency within the next 5 minutes and GMC shall then give the start-up and/or push-back clearance, which will implicitly include clearance for start-up at idling speed.

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.

Traffic in apron and manoeuvring area.

1. Aircraft entering will have priority over those exiting, except in cases where push-back has already started, when the departing aircraft shall have priority.

2. Once the push-back manoeuvre has started, this aircraft shall have priority over entering aircraft, except by TWY G-10.

3. The taxiways called R are apron taxiways and ATC does not provide control for them. In particular, while taxiing along TWY L in either direction, before accomplishing the entry turn for Ramp 8, pilots must pay special attention to ensure there is no aircraft pushing back that would block passage to their stand, in which case they must allow that other aircraft to exit Ramp 8 first.

4. Collision avoidance with other aircraft or obstacles is the responsibility of:

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

   • Handling companies during towing.

5. Except for rescue and fire fighting vehicles engaged in their specific missions, all surface movements of aircraft, towed aircraft, personnel and vehicles on the manoeuvring area are subject to previous ATC clearance.

6. To avoid incidents due to jet blast, pilots must take into account that the areas and spaces defined on the aprons are designed considering that aircraft manoeuvre using powers similar to the idling. When for some reason, an aircraft requires increased power in the apron, pilots must request ATC to send a signalman to check and report to ATC the viability of the manoeuvre and supervise it, if appropriate.

7. Aircraft shall approach as closely as possible to the runway and intermediate holding positions, because no free space behind them is guaranteed (see AD 1.1), and it is the responsibility of the pilot in command to monitor the surroundings and take measures to avert collisions with other aircraft, and likewise to inform ATC when it is not possible to comply with a clearance. In the event there is any doubt about whether an aircraft at the runway holding position or intermediate holding position can be passed safely, the taxiing aircraft must halt, notify ATC and request alternative instructions.

8. TWY R1 is one way, counter-clockwise direction. The numbering of the parking stands increases with the direction of taxiing of TWY R1.

Ground Control is responsible for:

• The control of every movement of aircraft, personnel and vehicles on the manoeuvring area except for the runway.

• Issuing clearances for towed push-back and taxiing of aircraft on the basis of the TTOT alone.

• Reporting the stand assigned to the aircraft by the Operation Center (CEOPS).

1. The same TWR ATC personnel will provide SDP, in accordance with the procedures established by the airport.

2. In their role as SDP agents, it will be the responsibility of ATC personnel to:

   • Manage aircraft movement on the apron in order to integrate them in the air traffic flow, applying the established procedures,

   • Issue clearance for push-back and taxiing on the apron,

   • Transmit to aircraft all known and relevant operational information which has not been previously transmitted by other aeronautical information media, and to report to the Airport Operations Coordination Centre (CEOPS) known accidents and material damage that occur on the apron.

3. For the above purposes, the responsibility for avoiding collisions with other aircraft or obstacles is defined in Section 2.1.4.

Departing aircraft

1. Pilots shall contact with Málaga Ground to request clearance for towed push-back and/or taxiing of aircraft when they are completely ready to begin the manoeuvre and within 5 minutes of the transfer to the GMC frequency time, in compliance with Section 1.3.4. In the event that they can not cumply, pilots shall notify ATC.

2. Aircraft shall start the towed push-back or taxiing, just after the aircraft is cleared to do so. If they can not comply, they must notify to Málaga Ground.

3. Bearing in mind the incompatibilities of the holding bay of RWY 13/31, all aircraft proceeding to this runway shall initially taxi up to the corresponding intermediate holding position as per the RWY in service, named A3 (RWY 13) and A1 (RWY 31).

4. Unless ATC advises otherwise, all aircraft that shall proceed to RWY 30 shall taxi, initially, up to the intermediate holding position C-2/D-2 (RWY 30).

5. From Ramp 1, aircraft which must gain access to the main taxiway via G-1, shall initially taxi up to the intermediate holding position located at that GATE.

6. In all stands with autonomous exit, the exit manoeuvre shall be carried out at minimum regime to initiate taxiing.

7. Push-back manoeuvres shall be accomplished as stipulated in AD 2-LEMG PDC 1.3/4/5/6/7, unless otherwise instructed by Ground Control.

Arriving aircraft.

1. Except for ramps 7, 8 and 9, in general, taxiing between the apron GATE and the stand shall be made with the "FOLLOW ME" vehicle, supervision by the same for docking or parking being indispensable.

2. On ramp 8, guidance service by means of a "FOLLOW ME" vehicle shall only be provided at stands with the U/S visual docking guidance system. On ramps 7, 8 and 9, the guidance service will also be provided, both on request from TWR, and as required by the pilot, or in exceptional cases (works that affect the ramps, activation of LVP procedures, activation of adverse weather procedures, etc.).

Taxiing restrictions.

1. General.

• Aircraft classification according to chapter 1 of Annex 14 ICAO:

• Code letter F: wingspan 65 m or above, and below 80 m.

• Code letter E: wingspan 52 m or above, and below 65 m.

• Code letter D: wingspan 36 m or above, and below 52 m.

• Code letter C: wingspan 24 m or above, and below 36 m.

• Code letter B or below: wingspan below 24 m.

2. 1. Holding positions RWY 13/31.

Unless otherwise advised by ATC, access to RWY 13/31 shall be carried out preferably via HN-3 or HS-3, whenever only one aircraft is operating, according to the RWY in use. HN-1R closed.

The access towards HS-1 shall be carried out by the first access to the taxiway from TWY A.

Restrictions on maximum aircraft permitted to enter HN and HS, according to the RWY in use:

(X) Holding positions unoccupied.

There are incompatibilities between aircraft situated at holding positions for access to RWY located on E-1, E-3 and E-6 and taxiing by TWY A.

2. 2. Holding positions RWY 30

Access taxiways to RWY 30 will not have limitations by aircraft type as long as they are allocated from South to North (HE-3, HE-2, HE-1).

There are incompatibilities between aircraft sitated at holding positions HE-2 and HE-1 and taxiing via TWY D and its access from TWY F, so that access to holding position HE-3 shall be carried out according to the following table:

3. Apron

Given that the distance between the outer wheel of the main landing gear and the taxiway edge is less than 4.5 m, "oversteering" manoeuvres must be performed by the indicated aircraft when turning as described in the table below:

Communications failure.

Whenever an aircraft, operating in the manoeuvring area, experiences a communications failure, it must continue by the assigned route to its clearance limit taking extreme caution to avoid detours. Aircraft must hold position at this point and wait for the arrival of a "FOLLOW ME" vehicle in order to be guided to the aircraft stand.

Stand

• PRKG 09 (exclusively for B747-8).

• PRKG V5 (exclusively for AN-124, C5 Galaxy and A380).

• PRKG W5 (exclusively for AN-124, C5 Galaxy and A380).

• PRKG 90F (exclusively for B747-8).

Taxiing routes

1. Arrivals

Prior to the arrival of the aircraft, the Handling Agent shall verify that no equipment or persons could be affected by the parking manoeuvre at the stand, by checking for the presence of the same.

As determined by the stand, the zones to be inspected are:

• PRKG 09: Service road adjoining PRKG 05 and 07 and striped area between PRKG 05 and 07.

• PRKG V5: Service road next to PRKG V2 and V3, service road next to PRKG W2 and W3 and overlap areas between the PRKG V1 and V2.

• PRKG W5: Service road next to PRKG W1, service road sourrounding Ramp 7 to the North and all vacant W standsoverlap area between PRKG W1 and W2.

• PRKG 90F: Service road next to PRKG 90 and 92 and equipment areas EPA K, EPA L, EPA M, ESA AM, ESA AN, next to PRKG 90 and 92.

As determined by the landing runway, the taxiing route will be:

• Landing via RWY 12:

  • PRKG 09: E-11 / D / L / G-10 / A / G-3 / 09.

  • PRKG V5: E-11 / D / Q / B / R7C / V5.

  • PRKG W5: E-11 / D / Q / B / R7D / W5.

  • PRKG 90F: E-11 / F / C / R9-C (or D / R9B) / 90F.

• Landing via RWY 13:

  • PRKG 09: HS-3 / A / G-3 / 09.

  • PRKG V5: HS-3 / A / G-13 / B / R7C / V5.

  • PRKG W5: HS-3 / A / G-13 / B / R7D / W5.

  • PRKG 90F: HS-3 / A / G-10 / L / D / R9B (or F / C / R9C) / 90F.

• Landing via RWY 31:

  • PRKG 09: HN-3 / A / G-3 / 09.

  • PRKG V5: HN-3 / A / Q / B / R7C / V5.

  • PRKG W5: HN-3 / A / Q / B / R7D / W5.

  • PRKG 90F: HN-3 / A / Q / D / R9B (or F / C / R9C) / 90F.

2. Departures

Before start-up, the Handling Agent shall verify that no equipment or persons are present in the safety area behind the aircraft and also inspecting, as determined by the stand selected:

• PRKG 09: Service road next to ramp 2 and striped areas between PRKG 03 and 05.

• PRKG V5: Service road next to the PRKG V and overlap areas between the PRKG V.

• PRKG W5: Service road next to the PRKG W and overlap areas between the PRKG W and PRKG W1 unoccupied.

• PRKG 90F: Service roads next to the PRKG 88, 90 and 92, service road crossing PRKG 95 and 97 and equipment areas EPA K, EPA L, EPA M, ESA AM, ESA AN, next to PRKG 90 and 92 as well as the service road crossing Stands 95 and 97..

Depending on the take-off runway, the taxiing route will be:

• Take-offs from RWY 13 from the selected stand:

  • PRKG 09: 09 / G-3 / A / HN-3.

  • PRKG V5: V5 / B / G-13 / A / HN-3.

  • PRKG W5: W5 / B / G-13 / A / HN-3.

  • PRKG 90F: 90F / R9C / L / D / Q / A / HN-3.

• Take-offs from RWY 31 from the selected stand:

  • PRKG 09: 09 / G-3 / A / HS-1.

  • PRKG V5: V5 / B / G-12 / A / HS-1.

  • PRKG W5: W5 / B / G-13 / A / HS-1.

  • PRKG 90F: 90F / R9C / L / G-10 / A / HS-1.

Operational restrictions

1. The current PAPI are not suitable for use by aircraft exceeding the certified design characteristics of the aerodrome.

2. Given the characteristics of these aircraft, both in departure and in arrival, code letter F aircraft must perform taxiing at reduced speed, with engines set to idling and, whenever possible, with the outer engines switched off.

3. At the airport of MÁLAGA/Costa del Sol, take-off operations of aircraft exceeding the certified design characteristics of the aerodrome are permitted under conditions of low visibility.

4. Aircraft exceeding the certified design characteristics of the aerodrome shall always take off by RWY 13/31, depending on the prevailing wind.

5. In IMC conditions, while an aircraft exceeding the certified design characteristics of the aerodrome is on final approach by RWY 13/31, or is on the ground after touchdown, ATC shall not authorize the taxiing of any aircraft on TWY A. However, holding of aircraft at holding positions HN-3 (RWY 13), HS-2 or HS-3 (RWY 31) will be permitted.

6. In IMC conditions, while an aircraft exceeding the certified design characteristics of the aerodrome is on final approach by RWY 12, taxiing via TWY D parallel to the RWY, shall not be permitted, and nor shall be the presence of aircraft at the holding positions of that RWY.

Taxiing restrictions.

1. In IMC conditions, during the taxiing of an aircraft exceeding the certified design characteristics of the aerodrome via TWY A instrument landings by RWY 13/31 shall not be authorized. Similarly, during the taxiing of an aircraft via TWY D, instrument landings by RWY 12 shall not be accepted. However, those visual operations compatible with the prevailing weather may be authorized.

2. In IMC conditions, while an aircraft is on final approach or on the RWY after touchdown by RWY 13/31, the presence of an aircraft exceeding the certified design characteristics of the aerodrome on TWY A parallel to the runway shall not be permitted. However, the presence of these aircraft at holding positions HN-3 or HS-1 is permitted.

3. In IMC conditions, while an aircraft is on final approach or on the runway after touchdown by RWY 12, the presence of an aircraft exceeding the certified design characteristics of the aerodrome on TWY D parallel to the runway shall not be permitted.

4. During the taxiing of an aircraft exceeding the certified design characteristics of the aerodrome via TWY A, and until it reaches HN-3 or HS-1, crossing with code letter F aircraft, taxiing via TWY B shall not be permitted and vice versa.

5. The presence of other aircraft at the holding bays of THR 13 or 31 during the operation of an aircraft exceeding the certified design characteristics of the aerodrome on those runways shall not be permitted.

6. During operations by aircraft exceeding the certified design characteristics of the aerodrome to enter/exit the selected stand, the following stands must be clear:

   • PRKG 09: 03,03H,05, 05H, 07.

   • PRKG V5: V2, V3, V4.

   • PRKG W5: W1, W2, W3, W4.

   • PRKG 90F: 90, 92.

7. As there is less than 4 m between the outer wheel of the main landing gear of aircraft exceeding the certified design characteristics of the aerodrome and the taxiway edge, movement of this type of aircraft must be performed with the oversteering manoeuvre to the extent possible:

   • For the B747-8: At the turn from TWY D to TWY F.

   • For the A380: At the turn from E-11 to TWY D, on exiting RWY 13/31 via HN-3 or HS-3, at the turn from HN-3 to TWY A, at the turn from TWY B to R7D, at the internal turn of HS-1 and accessing RWY 13/31 via HN-3 or HS-1.

8. Taxiing of aircraft exceeding the certified design characteristics of the aerodrome shall be accomplished at all times with the guidance of the "FOLLOW ME" vehicle, from/to the stop bar on HN-3 or HS-3, or on TWY D at the junction with E-11, depending on whether the landing runway is 31, 13 or 12, respectively, all the way to/from the stand.

9. Any taxiing route not included in this procedure is considered to be prohibited for aircraft exceeding the certified design characteristics of the aerodrome.