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01/06/2011 MNL-002-LAAT-2.0

STATION AIR TRAFFIC INSTRUCTIONS ± AIIAP

M A N U A L

VERSION : 2.0DATE OF IMPLEMENTATION : 01-06-2011OFFICE OF PRIME INTEREST : Air Traffic Services, AIIAP




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NAME DESIGNATION SIGNATURE

PREPARED BY

Mrs. Seema E. Khan SATCO / Manager ATM

Mr. Saeed Ahmed SATCO/ ATM Trainer

REVIEWED BY Muhammad Iqbal Khan Radar Facility Chief

VERIFIED BY Shabbir Anwar Dy. ManagementRepresentative

APPROVED BY Suhail Ahmed Chief Operations Officer

TYPE OF DOCUMENT MANUAL (MNL)

STATUS OFDOCUMENT

CONTROLLED




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RECORDS OF AMENDMENTS AND CORRIGENDA

AMENDMENTS CORRIGENDA

No. DateApplicable

DateEntered

Entered by No. Date of Issue DateEntered

Enteredby




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TABLE OF CONTENTS

FOREWORD vii

DEFINITIONS viii

ABBREVIATIONS/ACRONYMS.............................................................................................. xvi

CHAPTER 1

GENERAL.................................................................................................................................................

1.1 ADMINISTRATION ........................................................................................................ 1-1

1.2 EFFICIENCY AND DISCIPLINE ..................................................................................... 1-2

1.3 TAKING OVER WATCH ................................................................................................ 1-2

1.4 HANDING OVER WATCH ............................................................................................. 1-3

1.5 ENTRY INTO THE ATS UNITS ...................................................................................... 1-3

1.6 DAILY ABSENTEE REPORT ......................................................................................... 1-4

1.7 ATS LOG ....................................................................................................................... 1-41.8 NOTIFICATION TO THE MINISTRY OF DEFENCE ....................................................... 1-4

1.9 OPERATIONAL ............................................................................................................ 1-4

1.9 REPORTING OF INCIDENTS / OCCURRENCE / UNSERVICEABILITY / DIVERSION / --

OVERSHOOT IN IOU REPORT ..................................................................................... 1-9

Chapter 2

PREFLIGHT INFORMATION SERVICE ............................................................................................... 2-1

2.1 PREFLIGHT INFORMATION UNIT ................................................................................ 2-1

2.2 FLIGHT PLAN ............................................................................................................... 2-3

2.3 FLIGHT PLAN FOR TRAINING/TEST FLIGHT............................................................... 2-4

2.4 FLIGHT PLAN IN RESPECT OF VVIP/VIP FLIGHT TO UNMANNED AIRFIELDS ...... ... 2-5

2.5 ATS MESSAGES ........................................................................................................... 2-6

Chapter 3

AREA CONTROL SERVICE................................................................................................................. 3-1

3. 1 INDRODUCTION ........................................................................................................... 3-1

3. 2 AIRSPACE CLASSIFICATION IN LAHORE FIR............................................................. 3-1

3. 3 AIR TRAFFIC MANAGEMENT ....................................................................................... 3-1

3. 4 SECTORS OF FIR ......................................................................................................... 3-3

3. 5 DUTIES OF ACC CONTROLLERS ................................................................................ 3-4

3. 6 TRANSFER OF CONTROL POINTS BETWEEN ACC SECTORS ...... .............. ....... ...... 3-7

3. 7 RADAR CONTROL SERVICE........................................................................................ 3-8

3. 8 RADAR ALIGNMENT CHECK ....................................................................................... 3-7

3. 9 ATS ROUTES ................................................................................................................ 3-8

3. 10 TRANSFER OF CONTROL POINTS BETWEEN ACC SECTORS ...... .............. ....... ...... 3-8

3. 11 ATS PROCEDURES .................................................................................................... 3-10

3. 12 INTER UNIT COORDINATION .................................................................................... 3-10

3. 13 DEVIATIONS FROM ROUTE NEAR INTERNATIONAL BORDERS ...... .............. ....... . 3-13

3. 14 AIRDEFENCE CLEARNACE FROM INDIA FOR PIIA FLIGHTS...... ....... ....... .............. . 3-13




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3. 15 ACTIVATION OF QUETTA FLYING AREAS ................................................................ 3-13

3. 16 RESPONSIBILITY ....................................................................................................... 3-14

3. 17 COORDINATION WITH SECTOR OPERATION COMMAND THROUGH FDA ³N´ ...... 3-14

3. 18 REPORTING OF ALLEGED VIOLATION OF PAKISTAN AIRSPACE BY FOREIGN ...........

AIRCRAFT................................................................................................................... 3-15

3. 19 PROCEDURES FOR ADC NUMBERS FOR FLIGHTS TO / FROM INDIA ............. ...... 3-16

3. 20 PROCEDURES FOR FLYING THROUGH PAF LOCAL FLYING TRAINING AREAS ..........

IN LAHORE FIR AND COORDINATION WITH PAF ATC UNITS ............. .............. ...... 3-17

3. 21 REPORTING OF INFORMATION ................................................................................ 3-17

3. 22 OPERATION AT WALTON AERODROME .................................................................. 3-18

3. 23 RESCUE COORDINATION CENTRE .......................................................................... 3-21

3. 24 OCCURRENCE (BIRD HIT) ......................................................................................... 3-22

3. 25 RVSM .......................................................................................................................... 3-23

3. 26 INTRODUCTION OF NON-SCHEDULE AIRCRAFT TO IMMIGRATION ............. ....... .. 3-253. 27 MACH NUMBER TECHNIQUE .................................................................................... 3-25

3. 28 CORRECT INFORMATION TO PFIU AND SSR CODES IN ESTIMATE MESSAGES .. 3-25

3. 29 CONTINGENCY ROUTING FOR ARMY AVIATION AIRCRAFT ............. ....... ....... ....... 3-25

3. 30 PERMISSION FOR LEAFLET DROPPING (BY AIR) .................................................... 3-26

3. 31 ENTRY OF NON SCHEDULE CLEARANCE ............................................................... 3-26

3. 32 SOP FOR BAD WEATHER .......................................................................................... 3-26

3. 33 ACTIVATION OF TRAFFIC ALERT AND COLLISION AVIODANCE SYSTEM ...... ..............

(TCAS) ........................................................................................................................ 3-28

3. 34 PROCEDURES FOR HANDLING OF VVIP MOVEMENT AT AIIAP LAHORE ............. . 3-28

3. 35 ATS MESSAGES ADDRESSEES AND SAMPLE FORMATS ............. .............. ....... .... 3-323. 36 AVAILABILITY OF SOP¶S ............................................................................................ 3-36

3. 37 RECORDING AND SUBMISSION OF ATS REVENUE DATA ...................................... 3-36

3. 38 HANDLING OF FLIGHTS REQUIRE ³ON SPOT PAYMENT´ BY DUTY PFIO¶S ........... 3-37

3. 39 ACTION BY MANAGER ATS REVENUE ..................................................................... 3-37

3. 40 EMBARKATION DATA ................................................................................................ 3-37

3. 41 AVIO BRIDGE CHARGES ........................................................................................... 3-37

3. 42 EMERGENCIES .......................................................................................................... 3-37

3. 43 RECORDING OF AIRCRAFT MOVEMENT/ATS REVENUE DATA AND ATS ...... ..............

MESSAGES ................................................................................................................ 3-37

3. 44 CONTROLLED AERODROMES AND NAV AIDS IN LAHORE FIR ............. ....... .......... 3-41

3. 45 UNMANNED AIRSTRIPS WITHIN LAHORE FIR ......................................................... 3-42

Chapter 4 4-1

APPROACH CONTROL SERVICE....................................................................................................... 4-1

4. 1 APPROACH CONTROL SERVICE ................................................................................ 4-1

4. 2 AREA OF RESPONSIBILITY ......................................................................................... 4-1

4. 3 DUTIES OF APPROACH CONTROLLER ...................................................................... 4-2

4. 4 AERODROMES AND AIR STRIPS IN TMA.................................................................... 4-3




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4. 5 SEPARATIONS BETWEEN AIRCRAFFT IN TMA .......................................................... 4-3

4. 6 HOLDING FACILITES ................................................................................................... 4-3

4. 7 APPROACH SEQUENCE .............................................................................................. 4-3

4. 8 COORDINATION ........................................................................................................... 4-3

4. 9 ARRIVALS - GENERAL ................................................................................................. 4-3

4. 10 RADAR APPROACH CONTROL ................................................................................... 4-4

4. 11 VVIP FLIGHTS .............................................................................................................. 4-5

4. 12 CONTROL OF DEPARTING AIRCRAFT........................................................................ 4-5

4. 13 EMERGENCIES ............................................................................................................ 4-5

Chapter 5 5-1

AERODROME CONTROL SERVICE.................................................................................................... 5-1

5. 1 AERODROME CONTROL SERVICE ............................................................................. 5-1

5. 2 OPERATION ................................................................................................................. 5-1

5. 3 AREA OF RESPONSIBILITY ......................................................................................... 5-15. 4 AIRRSPACE CLASSIFICATION (AERODROME TRAFFIC ZONE) ............. ....... ............ 5-1

5. 5 DUTIES OF AERDROME CONTROLLER ...................................................................... 5-1

5. 6 DUTIES OF GROUND MOVEMENT CONTROLLER .................................................... 5-2

5. 7 CIRCUIT HEIGHT OF LAHORE AERODROME TRAFFIC ZONE ............. .............. ....... . 5-3

5. 8 SIMULTANEOUS USE OF PARALLEL RUNWAYS ....................................................... 5-3

5. 9 AERODROME OPS IN POOR VIS CONDITIONS (LOW VISI PROCEUDRES) ............. . 5-3

5. 10 INFORMATION ON RUNWAY IN USE & WIND CONDITIONS ............. ....... ....... ....... .... 5-3

5. 11 OPERATION OF ANEROID BAROMETERS IN CONTROL TOWER ............. ....... ....... .. 5-4

5. 12 VEHICULAR TRAFFIC ON THE MOVEMENT AREA ..................................................... 5-4

5. 13 RECALL OF DEPARTING AIRCRAFT BY OPERATING AGENCIES ............. ....... ....... .......

AT THE AIRPORT ......................................................................................................... 5-4

5. 14 MANEUVERING AREA .................................................................................................. 5-4

5. 15 USE OF OPERATIONAL VEHICLE ............................................................................... 5-5

5. 16 AERONAUTICAL GROUND LIGHTS ............................................................................. 5-5

5. 17 INSTRUCTIONS (GUIDELINES) FOR CONTROL / ERADICATION OF ...... ....... .............. ...

BIRD ACTIVITIES .......................................................................................................... 5-6

5. 18 LOW VISIBILITY PROCEDURES .................................................................................. 5-9

5. 19 EMERGENCY LANDING ............................................................................................. 5-12

5. 20 PROVISION OF ATIS THROUGH AWOS .................................................................... 5-12

5. 21 REPORTING OF BRAKING ACTION ........................................................................... 5-15

5. 22 HANDLING OF AERODROME TRAFFIC ..................................................................... 5-16

5. 23 VEHICULAR MOVEMENT AT NTCL APRON .............................................................. 5-18

Chapter 6 6-1

TRAINING ............................................................................................................................................ 6-1

6. 1 INTRODUCTION ........................................................................................................... 6-1

6. 2 RESPONSIBILITES/DUTIES OF FACILITY TRAINING OFFICER...... ....... ....... .............. 6-1

6. 3 JOB TRAINING STANDARD (JTS) ................................................................................ 6-1




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6. 4 REQUIREMENT FOR AERODROME CONTROL RATING ............. ....... ....... .............. ... 6-2

6. 5 REQUIREMENTS FOR PLANNER / AREA CONTROL RATING ............. .............. ....... . 6-4

6. 6 REQUIREMENTS FOR APPROACH (PROCEDURE) CONTROL RATING ............. ...... 6-5

6. 7 REQUIREMENT FOR RADAR RATING ......................................................................... 6-6

6. 8 DAILY PERFORMANCE REPORT ................................................................................ 6-7

6. 9 MONTHLY PROGRESS REPORT ................................................................................. 6-7

6. 10 GUIDELINES FOR THE COMPLETION OF DAILY PERFORMACE REPORTS AND MONTHLY REPORTS ........................................................................................... 6-7

6. 11 MONTHLY OJT PROGRESS REPORTS ..................................................................... 6-16

6. 12 VALIDITY OF RATING................................................................................................. 6-17

6. 13 TRAINING AND AIR TRAFFIC CONTROL LICENSE (ATCL) ....................................... 6-17

Chapter 7 7-1

NON-SCHEDULED CLEARANCE POLICY.......................................................................................... 7-1

7. 1 OPERATION OF SCHEDULE/NON-SHEDULE SERVICE BY FOREIGN AIRLINES ...... 7-1

7. 2 DEFINITION .................................................................................................................. 7.1

7. 3 DELEGATION OF AUTHORITY FOR ISSUANCE OF FLIGHT PERMISSION BY TEAM ....

LEADER ........................................................................................................................ 7-1

7. 4 FOLLOWING CATEGORIES OF NON-SCHEDULE FLIGHTS SHALL BECLEARED BY HQCAA (AT DIRECTORATE) ................................................................. 7-2

7. 5 FOREIGN MILITARY AIRCRAFT ................................................................................... 7-2

7. 6 FOLLOWING PROCEDURE SHALL BE FOLLOWED FOR CLEARINGTHE NON-SCHEDULE FLIGHTS OF SCHEDULE OPERATORS .................................. 7-2

Chapter 8 8-1

STANDARD STRIP MARKING............................................................................................................. 8-1

8. 1 STANDARD STRIP MARKING ...................................................................................... 8-1

8. 2 STRIP FOR AERODROME/GROUND MOVEMENT CONTROL .................................... 8-2

8. 3 STRIP FOR ACC ENROUTE AIRCRAFT..........................................................................8-3

8.4 STRIP MARKING/SYMBOLOGY ................................................................................... 8-3

8. 5 CONTROL INFORMATION SYMBOLS .......................................................................... 8-4

8. 6 STRIP MARKING EXAMPLES ....................................................................................... 8-8

8. 7 TYPICAL RATES OF DESCENT FOR 3-DEGREE GLIDE PATH ............. ....... .............. 8-9

APPENDICES

ATS DAILY TEAM MANNING / ABSENTEE- LEAVE REPORT«««««««««««««..«««.A-1

DIRECTORY OF DUTIES: AIRLINES SCHEDULE/NON SCHEDULE COORDINATION OFFICER«B-1

FLIGHT DATA ASSISTANT- APPROACH «...«.....««.«««««««.«««««..««.««........B-2

FLIGHT DATA ASSISTANT- TOWER..«««««««««««.««««««««««««««««B-3

FLIGHT DATA ASSISTANT- (NOVEMBER)«««««««««««««««««««.«..««««.B-4

FLIGHT DATA ASSISTANT (EAST/WEST) ««««««««««««««««««««««.. ««B-5

FLIGHT DATA ASSISTANT (CLEARANCES)««««««««««««««««««««.««««B-6

FLIGHT DATA ASSISTANT (BILLING & REVENUE) ««««««««««««««««.........«« B-7

AFTN ADDRESSES OF CAA OFFICERS«««««««««««««««««««««.......... «....C-1




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SDD CONFIGURATION OF ATM SYSTEM AIRCON 2100 (GENERAL INFORMATION AREA)«« D-1

SDD CONFIGURATION OF ATM SYSTEM AIRCON 2100 (MAIN MENU WINDOW)«««««««. D-2

SYSTEM PARAMETER«««««««««««««««««««««««««««««««««« E-1

MTCD (MEDIUM TERM CONFLICT DETECTION)«««««««««««««««««««««« E-2SNET, AMHS, SDPCIN, DLS, OPERATIVE FUNCTIONS (CMD)«««««««««««««««.«.E-3

MINIMUM REQUIREMENT FOR AIRCRAFT OPERATION AIRCON2100 VFR POINTS««««««.G-1

MINIMUM REQUIREMENT FOR AIRCRAFT OPERATION AIRCON2100 VFR POINTS««««««.G-2

SUGGESTIONS AND RECOMMENDATIONS««««««««««««««««««««««««..H-1

SUGGESTIONS AND RECOMMENDATIONS««««««««««««««««««««««««..H-2




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FOREWORD

Station Air Traffic Instructions is of permanent nature and the version contains additional Instructions

regarding new ATM system, AIRCON2100 at AIIAP, Lahore.

The inclusion of AIRCON2100 in the ATS Management System is a major break through towardsenhancing the capabilities of Air Traffic Services. The system is based on complete automation of control tasks, with flight plan management tools, automatic flight tracking system, automatedcoordination and safety nets for provision of safe, orderly and efficient services.

ATS procedures have been revised in the light of various features presented in AIRCON2100 andincorporated in the SATI alongwith configuration and parameters.

Any observation / recommendations may be forwarded to this office.

This SATI supersedes all SATI¶s issued previously from time to time.

(SUHAIL AHMED)Chief Operations Officer,Pakistan Civil Aviation Authority,

Dated: May, 2011 AIIAP, Lahore.




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DEFINITIONS

Accepting Unit. Air Traffic Control Unit next to take control of an aircraft.Accident. An occurrence associated with the operation of an aircraft which takes place between the timeany person boards the aircraft with the intention of flight until such time as all such persons havedisembarked, in which:

a) a person is fatally or seriously injured as a result of:² being in the aircraft, or ² direct contact with any part of the aircraft, including parts which have become detached

from the aircraft, or ² direct exposure to jet blast,

except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when theinjuries are to stowaways hiding outside the areas normally available to the passengers and crew; or

b) the aircraft sustains damage or structural failure which:² adversely affects the structural strength, performance or flight characteristics of the

aircraft, and² would normally require major repair or replacement of the affected component,

except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories;or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings, small dents or puncture holesin the aircraft skin; or

c) the aircraft is missing or is completely inaccessible.Note 1.² For statistical uniformity only, an injury resulting in death within thirty days of the date of theaccident is classified as a fatal injury by ICAO.

Note 2. ² An aircraft is considered to be missing when the official search has been terminated and thewreckage has not been located.Accuracy. A degree of conformance between the estimated or measured value and the true value.Note. ² For measured positional data the accuracy is normally expressed in terms of a distance from astated position within which there is a defined confidence of the true position falling.Advisory Airspace. An airspace of defined dimensions, or designated route, within which air trafficadvisory service is available.Advisory Route. A designated route along which air traffic advisory service is available.Aerodrome. A defined area on land or water (including any buildings, installations and equipment) intended

to be used either wholly or in part for the arrival, departure and surface movement of aircraft.Aerodrome Control Service. Air traffic control service for aerodrome traffic.Aerodrome Control Tower. A unit established to provide air traffic control service to aerodrome traffic.Aerodrome Traffic. All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinityof an aerodrome.Note.² An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome trafficcircuit.Aeronautical Fixed Service (AFS). A telecommunication service between specified fixed points providedprimarily for the safety of air navigation and for the regular, efficient and economical operation of air services.Aeronautical Information Publication (AIP). A publication issued by or with the authority of a State andcontaining aeronautical information of a lasting character essential to air navigation.Aeronautical Mobile Service (RR S1.32). A mobile service between aeronautical stations and aircraftstations, or between aircraft stations, in which survival craft stations may participate; emergency position-

indicating radio beacon stations may also participate in this service on designated distress and emergencyfrequencies.Aeronautical Telecommunication Station. A station in the aeronautical telecommunication service.Airborne Collision Avoidance System (ACAS). An aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of groundbased equipment to provide advice tothe pilot on potential conflicting aircraft that are equipped with SSR transponders.Aircraft. Any machine that can derive support in the atmosphere from the reactions of the air other than thereactions of the air against the earth¶s surface.Air-Ground Communication. Two-way communication between aircraft and stations or locations on thesurface of the earth.




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AIRMET Information. Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of low-levelaircraft operations and which was not already included in the forecast issued for low-level flights in the flightinformation region concerned or sub-area thereof.Air Taxiing. Movement of a helicopter/VTOL above the surface of an aerodrome, normally in ground effect

and at a ground speed normally less than 37 km/h (20 kt).Note.² The actual height may vary, and some helicopters may require air-taxiing above 8 m (25 ft) AGL toreduce ground effect turbulence or provide clearance for cargo slingloads.Air Traffic. All aircraft in flight or operating on the manoeuvring area of an aerodrome.Air traffic Advisory Service. A service provided within advisory airspace to ensure separation, in so far aspractical, between aircraft which are operating on IFR flight plans.Air Traffic Control Clearance. Authorization for an aircraft to proceed under conditions specified by an air traffic control unit.Note 1.² For convenience, the term ³air traffic control clearance´ is frequently abbreviated to ³clearance´when used in appropriate contexts.Note 2.² The abbreviated term ³clearance´ may be prefixed by the words ³taxi´, ³take-off´, ³departure´, ³enroute´, ³approach´ or ³landing´ to indicate the particular portion of flight to which the air traffic controlclearance relates.Air Traffic Control Service. A service provided for the purpose of:

a) preventing collisions:1) between aircraft, and2) on the manoeuvring area between aircraft and obstructions; and

b) expediting and maintaining an orderly flow of air traffic.Air Traffic Control Unit. A generic term meaning variously, area control centre, approach control unit or aerodrome control tower.Air Traffic Flow Management (ATFM). A service established with the objective of contributing to a safe,orderly and expeditious flow of air traffic by ensuring that ATC capacity is utilized to the maximum extentpossible and that the traffic volume is compatible with the capacities declared by the appropriate ATSauthority.Air Traffic Service. A generic term meaning variously, flight information service, alerting service, air trafficadvisory service, air traffic control service (area control service, approach control service or aerodromecontrol service).Air Traffic Services Airspaces. Airspaces of defined dimensions, alphabetically designated, within which

specific types of flights may operate and for which air traffic services and rules of operation are specified.Note.² ATS airspaces are classified as Class A to GAir Traffic Services Reporting Office. A unit established for the purpose of receiving reports concerningair traffic services and flight plans submitted before departure.Note.² An air traffic services reporting office may be established as a separate unit or combined with anexisting unit, such as another air traffic services unit, or a unit of the aeronautical information service.

Air Traffic Services Unit. A generic term meaning variously, air traffic control unit, flight information centreor air traffic services reporting office.Airway. A control area or portion thereof established in the form of a corridor.ALERFA. The code word used to designate an alert phase.Alerting Service. A service provided to notify appropriate organizations regarding aircraft in need of searchand rescue aid, and assist such organizations as required.Alert Phase. A situation wherein apprehension exists as to the safety of an aircraft and its occupants.Alternate Aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible

or inadvisable to proceed to or to land at the aerodrome of intended landing. Alternate aerodromes includethe following:

Take-off alternate. An alternate aerodrome at which an aircraft can land should this becomenecessary shortly after take-off and it is not possible to use the aerodrome of departure.En-route alternate. An aerodrome at which an aircraft would be able to land after experiencing anabnormal or emergency condition while en route.ETOPS en-route alternate. A suitable and appropriate alternate aerodrome at which an aeroplanewould be able to land after experiencing an engine shutdown or other abnormal or emergency

condition while en route in an ETOPS operation.Destination alternate. An alternate aerodrome to which an aircraft may proceed should it becomeeither impossible or inadvisable to land at the aerodrome of intended landing.




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Note.² The aerodrome from which a flight departs may also be an en-route or a destination alternateaerodrome for that flight.Altitude. The vertical distance of a level, a point or an object considered as a point, measured from meansea level.Approach Control Service. Air traffic control service for arriving or departing controlled flights.

Approach Control Unit. A unit established to provide air traffic control service to controlled flights arrivingat, or departing from, one or more aerodromes.Appropriate ATS Authority. The relevant authority designated by the State responsible for providing air traffic services in the airspace concerned.Apron. A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.Apron Management Service. A service provided to regulate the activities and the movement of aircraft andvehicles on an apron.Area Control Centre. A unit established to provide air traffic control service to controlled flights in controlareas under its jurisdiction.Area Control Service. Air traffic control service for controlled flights in control areas.Area Navigation (RNAV). A method of navigation which permits aircraft operation on any desired flightpath within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these.

Area Navigation Route. An ATS route established for the use of aircraft capable of employing areanavigation.ATS Route. A specified route designed for channelling the flow of traffic as necessary for the provision of air traffic services.Note 1.² The term ³ATS route´ is used to mean variously, airway, advisory route, controlled or uncontrolledroute, arrival or departure route, etc.Note 2.² An ATS route is defined by route specifications which include an ATS route designator, the trackto or from significant points (waypoints), distance between significant points, reporting requirements and, asdetermined by the appropriate ATS authority, the lowest safe altitude.Automatic Dependent Surveillance (ADS). A surveillance technique in which aircraft automaticallyprovide, via a data link, data derived from on-board navigation and positionfixing systems, including aircraftidentification, four dimensional position and additional data as appropriate.Automatic Terminal Information Service (ATIS). The automatic provision of current, routine informationto arriving and departing aircraft throughout 24 hours or a specified portion thereof:

Data link-automatic terminal information service (D-ATIS). The provision of ATIS via data link.Voice-automatic terminal information service (Voice-ATIS). The provision of ATIS by means of continuousand repetitive voice broadcasts.Base Turn. A turn executed by the aircraft during the initial approach between the end of the outboundtrack and the beginning of the intermediate or final approach track. The tracks are not reciprocal.Note.² Base turns may be designated as being made either in level flight or while descending, according to

the circumstances of each individual procedure.Calendar. Discrete temporal reference system that provides the basis for defining temporal position to aresolution of one day (ISO 19108*).Change-Over Point. The point at which an aircraft navigating on an ATS route segment defined byreference to very high frequency omnidirectional radio ranges is expected to transfer its primarynavigational reference from the facility behind the aircraft to the next facility ahead of the aircraft.Note.² Change-over points are established to provide the optimum balance in respect of signal strengthand quality between facilities at all levels to be used and to ensure a common source of azimuth guidance

for all aircraft operating along the same portion of a route segment.Clearance Limit. The point to which an aircraft is granted an air traffic control clearance.Conference Communications. Communication facilities whereby direct speech conversation may beconducted between three or more locations simultaneously.Control Area. A controlled airspace extending upwards from a specified limit above the earth.Controlled Aerodrome. An aerodrome at which air traffic control service is provided to aerodrome traffic.Note.² The term ³controlled aerodrome´ indicates that air traffic control service is provided to aerodrometraffic but does not necessarily imply that a control zone exists.

Controlled Airspace. An airspace of defined dimensions within which air traffic control service is providedin accordance with the airspace classification.Note.² Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D and EControlled Flight. Any flight which is subject to an air traffic control clearance.




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Controller-Pilot Data Link Communications (CPDLC). A means of communication between controller and pilot, using data link for ATC communications.Control Zone. A controlled airspace extending upwards from the surface of the earth to a specified upper limit.Cruising Level. A level maintained during a significant portion of a flight.

Cyclic Redundancy Check (CRC). A mathematical algorithm applied to the digital expression of data thatprovides a level of assurance against loss or alteration of data.Data Link Communications. A form of communication intended for the exchange of messages via a datalink.Data Quality. A degree or level of confidence that the data provided meets the requirements of the datauser in terms of accuracy, resolution and integrity.Datum. Any quantity or set of quantities that may serve as a reference or basis for the calculation of other quantities.Declared Capacity. A measure of the ability of the ATC system or any of its subsystems or operatingpositions to provide service to aircraft during normal activities. It is expressed as the number of aircraftentering a specified portion of airspace in a given period of time, taking due account of weather, ATC unitconfiguration, staff and equipment available, and any other factors that may affect the workload of thecontroller responsible for the airspace.DETRESFA. The code word used to designate a distress phase.

Distress Phase. A situation wherein there is reasonable certainty that an aircraft and its occupants arethreatened by grave and imminent danger or require immediate assistance.Downstream clearance. A clearance issued to an aircraft by an air traffic control unit that is not the currentcontrolling authority of that aircraft.Emergency Phase. A generic term meaning, as the case may be, uncertainty phase, alert phase or distress phase.Final Approach. That part of an instrument approach procedure which commences at the specified finalapproach fix or point, or where such a fix or point is not specified,

a) at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or

b) at the point of interception of the last track specified in the approach procedure; and ends at apoint in the vicinity of an aerodrome from which:

1) a landing can be made; or a missed approach procedure is initiated.Flight Crew Member. A licensed crew member charged with duties essential to the operation of an aircraft

during a flight duty period.Flight Information Centre. A unit established to provide flight information service and alerting service.Flight Information Region. An airspace of defined dimensions within which flight information service andalerting service are provided.Flight Information Service. A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights.

Flight Level. A surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals.Note 1.² A pressure type altimeter calibrated in accordance with the Standard Atmosphere:

a) when set to a QNH altimeter setting, will indicate altitude;b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum;c) when set to a pressure of 1 013.2 hPa, may be used to indicate flight levels.

Note 2.² The terms ³height´ and ³altitude´, used in Note 1 above, indicate altimetric rather than geometricheights and altitudes.

Flight Plan. Specified information provided to air traffic services units, relative to an intended flight or portion of a flight of an aircraft.Forecast. A statement of expected meteorological conditions for a specified time or period, and for aspecified area or portion of airspace.Height. The vertical distance of a level, a point or an object considered as a point, measured from aspecified datum.Human Factors Principles. Principles which apply to aeronautical design, certification, training, operationsand maintenance and which seek safe interface between the human and other system components by

proper consideration to human performance.Human Performance. Human capabilities and limitations which have an impact on the safety andefficiency of aeronautical operations.IFR. The symbol used to designate the instrument flight rules.




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IFR Flight. A flight conducted in accordance with the instrument flight rules.IMC. The symbol used to designate instrument meteorological conditions.INCERFA. The code word used to designate an uncertainty phase.Incident. An occurrence, other than an accident, associated with the operation of an aircraft which affectsor could affect the safety of operation.

Instrument Meteorological Conditions (IMC). Meteorological conditions expressed in terms of visibility,distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions.Integrity (Aeronautical Data). A degree of assurance that an aeronautical data and its value has not beenlost nor altered since the data origination or authorized amendment.International NOTAM Office. An office designated by a State for the exchange of NOTAM internationally.Level. A generic term relating to the vertical position of an aircraft in flight and meaning variously, height,altitude or flight level.Manoeuvring Area. That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft,excluding aprons.Meteorological Office. An office designated to provide meteorological service for international air navigation.Movement Area. That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft,consisting of the manoeuvring area and the apron(s).NOTAM. A notice distributed by means of telecommunication containing information concerning the

establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timelyknowledge of which is essential to personnel concerned with flight operations.Obstacle. All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are locatedon an area intended for the surface movement of aircraft or that extend above a defined surface intended toprotect aircraft in flight.Operator. A person, organization or enterprise engaged in or offering to engage in an aircraft operation.Pilot-in-command. The pilot designated by the operator, or in the case of general aviation, the owner, asbeing in command and charged with the safe conduct of a flight.Printed Communications. Communications which automatically provide a permanent printed record ateach terminal of a circuit of all messages which pass over such circuit.Radiotelephony. A form of radiocommunication primarily intended for the exchange of information in theform of speech.Reporting Point. A specified geographical location in relation to which the position of an aircraft can bereported.

Required Navigation Performance (RNP). A statement of the navigation performance necessary for operation within a defined airspace.Note.² Navigation performance and requirements are defined for a particular RNP type and/or application.Rescue Coordination Centre. A unit responsible for promoting efficient organization of search and rescueservices and for coordinating the conduct of search and rescue operations within a search and rescueregion.

RNP Type. A containment value expressed as a distance in nautical miles from the intended position withinwhich flights would be for at least 95 per cent of the total flying time.Example.² RNP 4 represents a navigation accuracy of plus or minus 7.4 km (4 NM) on a 95 per centcontainment basis.Runway. A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.Runway Visual Range (RVR). The range over which the pilot of an aircraft on the centre line of a runwaycan see the runway surface markings or the lights delineating the runway or identifying its centre line.Safety Programme. An integrated set of regulations and activities aimed at improving safety.

Safety Management System. A systematic approach to managing safety, including the necessaryorganizational structures, accountabilities, policies and procedures.SIGMET Information. Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraftoperations.Significant Point. A specified geographical location used in defining an ATS route or the flight path of anaircraft and for other navigation and ATS purposes.Special VFR Flight. A VFR flight cleared by air traffic control to operate within a control zone in

meteorological conditions below VMC.Station Declination. An alignment variation between the zero degree radial of a VOR and true north,determined at the time the VOR station is calibrated.




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Taxiing. Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and landing.Terminal Control Area. A control area normally established at the confluence of ATS routes in the vicinityof one or more major aerodromes.Track. The projection on the earth¶s surface of the path of an aircraft, the direction of which path at any

point is usually expressed in degrees from North (true, magnetic or grid).Traffic Avoidance Advice. Advice provided by an air traffic services unit specifying manoeuvres to assist apilot to avoid a collision.Traffic Information. Information issued by an air traffic services unit to alert a pilot to other known or observed air traffic which may be in proximity to the position or intended route of flight and to help the pilotavoid a collision.Transfer of Control Point. A defined point located along the flight path of an aircraft, at which theresponsibility for providing air traffic control service to the aircraft is transferred from one control unit or control position to the next.Transferring Unit. Air traffic control unit in the process of transferring the responsibility for providing air traffic control service to an aircraft to the next air traffic control unit along the route of flight.Uncertainty Phase. A situation wherein uncertainty exists as to the safety of an aircraft and its occupants.VFR. The symbol used to designate the visual flight rules.VFR Flight. A flight conducted in accordance with the visual flight rules.

Visual Meteorological Conditions (VMC). Meteorological conditions expressed in terms of visibility,distance from cloud, and ceiling, equal to or better than specified minima.Note.² The specified minima are contained in Annex 2.VMC. The symbol used to designate visual meteorological conditions.Waypoint. A specified geographical location used to define an area navigation route or the flight path of anaircraft employing area navigation. Waypoints are identified as either:Fly-by waypoint. A waypoint which requires turn anticipation to allow tangential interception of the nextsegment of a route or procedure, or Flyover waypoint. A waypoint at which a turn is initiated in order to join the next segment of a route or procedure.




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ABBREVIATIONS/ACRONYMS

ABI Advance Boundry Information Message

ACAS Airborne Collision Avoidance System

ACT Activation

ACC Area Control Centre

ADP Apron Driving Permit

ADS Automatic Dependent Surveillance

AFL Air Field Lighting (Systems)

AFTN Aeronautical Fixed Telecommunication Network

AGL Above Ground Level

AGNIS Azimuth Guidance for Nose in Stand

AIDC ATS Interfacility Data Coordination

AIP Aeronautical Information Publication

AIS Aeronautical Information Service AIRPROX The code word used in air traffic incident report to designate aircraft proximity

AIRAC Aeronautical Information Regularization and Control

AIRS Aircrew Incident Reporting System

ALARP As Low As Reasonably Practicable

ALCS Airfield Lighting Control System

ALR0FF Alarm Off

AMMS Automatic Message Switching System

AMO Approved Maintenance Organization

AMSL Above Mean Sea Level

ANO Air Navigation Order(s)

ANS Air Navigation ServicesAO Aerodrome Operations

AOS Aerodrome Operations System

APM Airport Manager

APW Area Proximity Warning

APP Approach

ASF Airport Security Force

ATA Actual Time of Arrival

ATC Air Traffic Control

ATCC Air Traffic Control Centre

ATCO Air Traffic Control Officer

ATD Actual Time of Departure

ATIS Automatic Terminal Information System

ATM Air Traffic Management

ATS Air Traffic Service(s)

AUX Auxillary

AVP Apron Vehicle Permit

BAP Break Away Point

BBIA Benazir Bhutto International Airport

BYP By Pass operational mode




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CAA Civil Aviation Authority

CAT Category

Cb Cumulus Nimbus

CB mouse Centre Button

CFI Chief Flight Instructor

CFL Cleared Flight Level

CFRO Chief Fire & Rescue Officer

CLAM Cleared Level Adherence Monitoring alert

CM Corporate Manager

CMC Crisis Management Centre

CNS Communications, Navigation and Surveillance

COO Chief Operations Officer

COD Cantonment Ordinance Depot

CPDLC Controller Pilot Data Link Communication

CPL Current Flight Plan

CSSR Code SSR

CTOT Calculated Take Off Time

CVR Cockpit Voice Recorder

D Director

DATCO Duty Aerodrome Traffic Control Officer

DATBUC Data Block

DBM Data Base Management

DCO Duty Communication Officer

DCP Dry Chemical Powder

DCT Dlrect

DEP Departure aerodromeDEST Destination aerodrome

DF Direction Finder

DFO Duty Facilitation Officer

DGCAA Director General of Pakistan Civil Aviation Authority

DM Deputy Manager

DME Distance Measuring Equipment

DOC Document

DOM Domestic

DRF Data Recording Facility

DSC Direct Speech Circuit

DSP Deputy Superintendent PoliceDTM Duty Terminal Manager

ECR Equipment Control Room

EET Estimated Elapsed Time

EJHD Eastern Joint Hydrant Depot

ENTRY COOR Entry Coordinates

EOBD Estimated Off Block Date

EOBT Estimated Off Block Time

ERP Emergency Response Plan




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ETO Estimated Time Over a fix

EST Estimate

ETA Estimated Time of Arrival

ETD Estimated Time of Departure

EXIT COOR Exit Coordinates

EXP Expand

FCON Fixed Configuration

FDA Flight Data Analysis

FDD Flight Data Display

FDP Flight Data Processor

FP Flight Plan

FDR Flight Data Recorder

FIC Flight Information Centre

FIDS Flight Information Display System

FIR Flight Information Region

FOD Foreign Object Debris

FOO Flight Operation Officer

FPL Flight Plan

FRM OFF Format Off

FSS Fire & Safety Services

ft Feet

FTO Facility Training Officer

GA General Aviation

GM General Manager

GMC Ground Movement Controller

GOC Ground Operation ControlGPS Global Positioning System

GSA General Service Attendant

HF High Frequency

HFS Horizontal Future Situation

HMI Human-Machine Interface

HPS Hectopascals

HQCAA Headquarters Civil Aviation Authority Pakistan

ICAO International Civil Aviation Organization

INT Integrated operational mode

IFR Instrument Flight Rules

ILS Instrument Landing SystemIOU Incident Occurrence Unserviceability Report

ISO International Organization for Standardization

AIIAP Jinnah International Airport

JTC Jinnah Terminal Complex

JTS Job Training Standard

Km. Kilometer

LAN Local Area Network

LB mouse Left Button




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LMG Local Maps Generation

LOA Letter of Agreement

m Meter(s)

MAS Manager Airside

MATS Manual of Air Traffic Services

mbar. Milibars

MET Metrological

METEO Meteorological

MHz Mega Hertz

mm. milimetre

MON Mono radar operational mode

MSAW Minimum Safe Altitude Warning

MTCD Medium Term Conflict Detection

NAV Navigation

NIC Navigation Integrity Control

NM Nautical Mile(s)

NOC No Objection Certificate

NOTAM Notice to Airmen

OIC Officer In charge

OJT On-the-job Training

OJTI On-the-job Training Instructor

ORI OFF Origin Off

PAF Pakistan Air Force

PANS Procedures for Air Navigation Services

PANS-ATM Procedures for Air Navigation Services ² Air Traffic Management

PANS-OPS Procedures for Air Navigation Services ² Aircraft OperationsPAPI Precision Approach Path Indicator

PCAA Pakistan Civil Aviation Authority

PFIO Pre Flight Information Officer

PFIU Pre Flight Information Unit

PIA Pakistan International Airport

PSR Primary Search Radar

PSR T Primary Search Radar Track

PTS Panoramic Tower Simulator

QAS Quality Assurance System

QFE Atmospheric pressure at aerodrome elevation or runway threshold

Q LOOK Quick LookQNH Altimeter sub-scale setting to obtain elevation when on ground

R/T Radiotelephony

RA Resolution Advisory

RAD Radar

RAW Restricted Area Warning

RB mouse Right Button

RBL Range Bearing Line

RETD Revised Estimated Time of Departure




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RFC Radar Facility Chief

RFF Rescue Fire Fighting

RFL Requested Flight Level

RIE Route Insertion Error

RNP Required Navigation Performance

ROU OFF Route Off

RTF Radio Telephonic

RVR Runway Visual Range

RVSM Reduced Vertical Separation Minimum

RWY Runway

SARPs Standards and Recommended Practices (ICAO)

SATI Station Air Traffic Instruction

SDD Situation Data Display

SDP Surveillance Data Processor

SIB Safety Investigation Board

SID Standard Instrument Departure

SMS Safety Management System(s)

SOPs Standard Operating Procedures

SPI Special Position Identification

SSB Single Side Band

SSR Secondary Surveillance Radar

STAR Standard Terminal Arrival Route

STCA Short Term Conflict Alert

ST-RAW Short-Term Restricted Area Warning

SVD Special Vehicle Driver

TCAS Traffic Alert and Collision Avoidance SystemTL Transition Level

TM Terminal Manager

TMA Terminal Area

T/P Teleprinter

TWY Taxiway

URCSUA Un-manned Remotely Control Small UAV Airship

USOAP Universal Safety Oversight Audit Programme (ICAO)

UTC Universal Time Coordinated

VCCS Voice Communication Control System

VFR Visual Flight Rule

VFS Vertical Future SituationVHF Very High Frequency

VIP Very Important Person

VMC Visual Metrological Condition

VPS Variable Parameter System

VVIP Very Very Important Person




01/06/2011 1-1 MNL-002-LAAT-2.0

Chapter 1

GENERAL1.1 ADMINISTRATION:

1.1.1 DUTIES AND RESPONSIBILITIES: 1.1.1.1 The duties and responsibilities of ATS personnel have been laid down by the

HQCAA. In addition they will carryout any other duties assigned to them bythe, Chief Operations Officer (COO), Radar Facility Chief (RFC), FacilityTraining Officer (FTO) and Team Leader.

1.1.1.2 The senior most Air Traffic Control Officer having valid ratings in all ATS unitsshall take over as Team Leader of the Team in addition to ATC duties if manning requirements so demand. He/She shall handle all matters pertainingto Air Traffic Services and management of the Team.

1.1.1.3 Team Leader shall be responsible to RFC and COO for supervision &management of the Team and all ATS operations.

1.1.1.4 Team Leader shall;1.1.1.4.1 Ensure manning of all operational positions in ATS units for

smooth and efficient handling of aircraft movements in the

provision of Air Traffic Services.1.1.1.4.2 Provide guidance to ATS personnel in emergency and/or

when encountering any practical problems;1.1.1.4.3 Co-ordinate and handle the emergency situations as per

existing SOPs.1.1.1.4.4 Ensure that ATS record is being maintained properly.1.1.1.4.5 Handle VVIP/VIP movements in smooth and effective manner

as per the directives of the Government of Pakistan,HQCAA/AIP Pakistan.

1.1.1.4.6 Prepare IOU report and ensure its accuracy before itssubmission to DCO for dissemination.

1.1.1.4.7 Prepare absentee report by filling the columns of theproforma and log the Casual Leave/Absentees in ATS log.

1.1.1.4.8 Ensure that the schedule/non schedule clearances are filed

and recorded adequately in the relevant registers and filesupon receipt.

1.1.1.4.9 Record the date and time on the leave application uponreceipt and forward the same to RFC alongwithcomments/recommendations.

1.1.1.4.10 Complete the take over activities as per para 1.4, however,log-in/log-out control positions by entering user ID andPassword in the system will be considered as actual time of take over the control position.

1.1.1.4.11 Ensure correct sectorization setting.1.1.1.4.12 Ensure the required operational functions (total nine in

number) inhibited at CMD as described in SATI Appendix ³E´at least once in duty time or when required.

1.1.1.4.13 Collect and record data of STCAs occurred during tenure of

duty.1.1.1.4.14 Ensure that the system parameters in CMD shall not be

changed unless authorized by COO.1.1.1.4.15 Conduct alignment check of Radar system daily at 0500 UTC

or when required, as per the procedure outlined in Para 3.8.1.1.1.1.4.16 Assemble in the ACC along with his team fifteen minutes

before start of duty to discuss ATS / safety related issues /new development and other matters of mutual interest.

1.1.1.4.17 Team Leader will also take over as Search & Rescue Officer in addition to his own duties.

1.1.1.4.18 Any other duty assigned by the higher officials.




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1.1.1.4.19 Record in his log the verbal instructions issued by the APM,COO and RFC.

1.2 EFFICIENCY AND DISCIPLINE: 1.2.1 All ATS officials must arrive 15 (fifteen) minutes before the duty hours.1.2.2 ATS personnel are not permitted to leave their respective units/positions

unmanned during their tenure of duty, unless properly relieved. Whenever it isabsolutely necessary for any ATS official to leave his place of duty for a shortperiod, necessary interim arrangement shall be made within the team by TeamLeader in such a manner that it should not impair the efficiency of any servicebeing rendered by that ATS unit/position.

1.2.3 ATS personnel shall not leave their positions without the permission of the TeamLeader.

1.2.4 ATS officials and staff shall comply with the instructions of the Team Leader inletter and spirit.

1.2.5 ATS officials shall keep themselves abreast with the latest developments on ATSprocedures, NOTAMs, AIRACs, including AIRCON 2100 system manuals- for SDD, VCCS, CMD, Memorandums, Circulars and other professional knowledge

documents related to the duties/functions they are required to perform.1.2.6 ATS officials shall not relax during the period of duty without properly relieved in

order to ensure safe, smooth and efficient flow of air traffic.1.2.7 The log-in/log-out time recorded in the ATM system except Aerodrome/Ground

Movement Control, shall be considered as the actual time of assuming the duty bythe concerned officials.

1.3 TAKING OVER WATCH:1.3.1 Before taking over watch, Air Traffic Controllers shall;

1.3.1.1 Ensure that they are aware of the latest promulgated orders,instructions, NOTAMs and signals pertaining to their duties withparticular reference to the serviceability of their units (i.e. Aerodrome,approach, control area, FIR as appropriate) facilities, navigational aids,danger, restricted, prohibited areas, VVIP/VIP movements etc.

1.3.1.2 Obtain full information and briefing from the meteorological office withregard to the current/forecasted weather conditions for the period of their watch. This can be accomplished by a visit to the meteorological

office with a personnel briefing or by a study of forecasts and chartsprovided by the meteorological office for this purpose or on telephone.

1.3.1.3 Ensure that they have full appraisal and understanding of the currenttraffic situation paying particular attention for maintaining separationstandards.

1.3.1.4 Acquaint themselves with the serviceability status of all equipments intheir charge and likely to be required during their period of duty.

1.3.1.5 Go through the concerned ATS log books for the period of his/her off duty/leave.

1.3.2 Upon completion of the above actions, in-coming/out-going controllers will log-in/log-out control positions respectively by entering user ID and Password. Theconventional take over time in ATS Log book will be as per clause 1.4.2.

1.4 HANDING OVER WATCH:1.4.1 When handing over watch, Air Traffic Controllers shall ensure that their successor

has;1.4.1.1 Complete information on the current traffic situation;1.4.1.2 Been informed of any item of specific interest which could influence or

have a bearing on the continuation of the watch;1.4.1.3 Been advised and he / she accepted the displayed traffic as a true

representation of the existing traffic situation.1.4.2 If there should have been any development during the watch, requiring any action,

report and recording in the interest of efficiency or safety, it is consideredexpedient for the Air Traffic Controller to complete all actions and subsequentreports and recording rather than transfer the responsibility to another controller.Inspite of the fact that the watch roster determines the hand over time, the Air




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Traffic Controller handing over will remain on duty until his responsibility for suchaction has been discharged completely and effectively.

1.4.3 When incoming Controller is fully acquainted with the traffic situation and acceptsresponsibility for the watch, the outgoing controller will log-out control position. Theconventional take over time in ATS Log book will be as per clause 1.4.2

1.4.4 All ATS officials shall follow the handing over/taking over procedures in letter andspirit. They shall sign the unit log book preferably at the time they assumeoperational duties except circumstances necessitate actions under clause 1.4.2.The signature should be followed by complete name and date.

1.5 ENTRY INTO THE ATS UNITS:1.5.1 Unauthorised persons are not permitted to enter into any ATS Unit.1.5.2 Airlines operational person may enter PFIU (Air Traffic Services Reporting Unit) for

the purpose of filing flight plan, delivering or receiving messages, signing of landing fee forms and filing of other relevant details etc.

1.5.3 Flight Operations Officers of airlines are permitted in the ATS units as and whenrequired.

1.5.4 In case of emergency or when circumstances so warrant, aircraft engineering /operations personnel of the concerned Airline may be permitted to enter thecontrol tower by Aerodrome Controller.

1.5.5 Familiarisation visits / all other visitors shall be subject to the prior approval of the APM, COO or RFC.

1.6 DAILY ABSENTEE REPORT: 1.6.1 A daily Team manning/absentee-leave report on the prescribed proforma

(Annexure-A1) shall be submitted by the Team Leader before handing over watch.1.6.2 Air Traffic Controllers of PFIU and Aerodrome Control Tower shall inform the Team

Leaders about the absence of ATS officials and late comers.1.6.3 All absentee reports covering the whole day and short leaves during duty shall be

forwarded to RFC at 0900 hours on each working day.

1.7 ATS LOG: 1.7.1 ATS officials shall;

1.7.1.1 Sign the ATS log; write the complete name below signature alongwith date,time group after completing handing/taking over procedure.

1.7.1.2 Record the pre-duty checks carried out.

1.7.1.3 Record the un-serviceabilities of radio/navigation aids, telephones, directspeech circuits and intercoms etc.

1.7.1.4 Record the incidents, occurrences and accidents.1.7.1.5 Record the coordination affected for any significant incidents, occurrences,

accidents and VVIP/VIP movements.1.7.1.6 Record the information of significant nature received from other ATS

units/FICs/ACCs.1.7.1.7 Record the diversionary flights.1.7.1.8 Ensure that the information recorded in the log book is comprehensive,

concise and clear.1.7.1.9 Go through the log books for the period they were availing off/holidays/leave

to update themselves.1.7.1.10 Ensure that the ATS log is completed in all respect so as to give clear picture

of the events.

1.7.2 Whenever additional responsibility is assigned or assumed, the same shall be recordedby handing over/taking over in respective log books by the concerned ATS official.

1.7.3 DATCO Tower shall maintain the log (Register) of verbal instructions which are issued by APM, COO and RFC from time to time.

1.7.4 Team Leader shall check and countersign the log books of ATS staff (ACC) for his Team.1.7.5 Team Leader shall send the ATS log books (air traffic control positions only) to RFC for

his perusal on working days at 1000 hours.

1.8 NOTIFICATION TO THE MINISTRY OF DEFENCE: 1.8.1 In case of accident, bomb threat and hijacking involving aircraft and Runway blockage,

the Team Leader shall inform COO, GM ATS and D. Ops HQCAA and issue necessarymessage for Ministry of Defence through fax in consultation with COO AIIAP.




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1.9 OPERATIONAL1.9.1 UN-SERVICEABILITY OF AIR-CONDITIONERS

The un-serviceability of any of the air-conditioners installed in ATS units should berecorded in the relevant logbook on the left hand side giving the following details:1.9.1.1 Time when the equipment becomes unserviceable;

1.9.1.2 Time when the equipment becomes serviceable;1.9.1.3 Name of the person who was informed to rectify the fault;1.9.1.4 Subsequent actions.1.9.1.5 The above stated information is to be recorded on a date-wise basis so that a

consolidated report may be sent to HQCAA at the end of each month1.9.2 DEVIATION FROM ROUTE NEAR INTERNATIONAL BORDER

Whenever a flight informs to any ATS Unit of its deviation from flight plan route to avoidweather near International Borders the concerned ACC (P) Controller shall ensure thatadjacent ACC¶s are informed about it well in time, including reasons for deviation fromthe prescribed ATS Routes. SOCs¶ shall also be kept informed without any delay.

1.9.3 R/T PHRASEOLOGY & ATC CLEARANCE 1.9.3.1 Standard R/T phraseology is to be used at all times and compliments such as

Good Morning, Good Day etc. are to be exchanged only upon initiation of thepilot.

1.9.3.2 ATC clearance when delivered to Aerodrome controller or to Walton ATC,should be given as per standard phraseology and both should read back theclearance verbatim.

1.9.3.3 ATC clearance to departing flight shall be issued at the time of approving startup. However, departure restriction and manoeuvres can be passed beforeissuing take-off clearance.

1.9.3.4 Some of the pilots are in habit of saying ³Roger´ instead of reading back full ATCclearance given to them leaving room for confirmation. As such all Controllersshall insist on read back of ATC clearance.

1.9.3.5 Consequent upon implementation of Air Traffic Management System inPAKISTAN, ATC Clearance to all Controlled flights will normally be issued to:1.9.3.5.1 Destination Aerodrome.1.9.3.5.2 The limit of controlled airspace if it is ensured that necessary

coordination for the control of flight will be effected with concerned

sectors and ATC Units, en-route and at destination as the flight willprogress.

1.9.3.5.3 ATC Clearance may be issued using the following format asappropriate along with any required restriction / instructions: -

1.9.3.5.4 Cleared to (Destination Aerodrome) via (flight planned route) or ATSroute, ______________, _____________, and_______________.FL _______.

1.9.3.5.5 Cleared from (significant point) to (significant point) via significant

points, 1,2,3, etc, or (ATS Routes). FL _______________.1.9.3.5.6 Cleared to (Destination Aerodrome) via SID _______________.

Thereafter follow (ATS routs____________) FL ______________.1.9.3.5.7 Cleared to (Destination Aerodrome) via (ATS Routes)

_____________ and (STAR ___________) FL _______________.EXAMPLES: -

i. Lahore Control clears, PIA303 to Karachi via LEMOM 3A Departure.Thereafter follow route J112 climb and maintain FL 280.

ii. Cleared to Jiwani via LEMOM 3A Departure FL 300. Thereafter follow flight-planned route.

iii. Cleared from RIMPA to TIGER via ZHOB, BINDO and MURLI FL330.

iv. Cleared to PAVLO from SAMAR via (ATS route) FL 300.v. While issuing ATC clearance, emphasis should be given on

standard R/T phraseology, proper strip marking & obtaining of position report from aircraft in standard format.




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1.9.4 PHRASEOLOGY RELATING TO FLIGHT LEVELS 1.9.4.1 Whenever the flight plan level is not available, the standard phraseology to be

adopted should be.1.9.4.1.1 FL _____ not available (till time____ or position _____, if applicable

due traffic etc) suggested FL ______ advise.

1.9.4.1.2 FL _______ not available due (traffic or etc) suggested alternativeFL ______, or FL ______, advise.

Note: - (In such cases delay in take-off time for a preferred level may also besuggested).

1.9.4.2 While referring to levels the numbers designating the levels should not beomitted, e.g.

³Continue climb to cruising level FL 280 or Continue climb to FL 280 but notContinue climb to cruising level´.

1.9.5 RADIO TELEPHONY TRANSMITTING TECHNIQUES 1.9.5.1 Radio Telephony transmitting techniques of some of the controllers are not of

the desired effectiveness. The following points should be kept in mind whiletransmitting on Radio or ATS coordination circuit.

1.9.5.2 Speak all words plainly and clearly so as to prevent running together of

consecutive words.1.9.5.3 Maintain normal conversational speech rate. When transmitting some data

which must be copied in whole or in parts, adjust the speech rate accordingly.1.9.5.4 Avoid large pauses and introduction of hesitant sounds as µer¶ µum¶ and µah¶

etc.1.9.6 ASSIGNMENT OF LEVELS TO JET AIRCRAFT

When an aircraft reports vacating a level, the vacated level may be assigned to another aircraft except, when it is known that severe turbulence is being encountered; the firstaircraft must achieve standard vertical separation from the vacated level before clearinganother aircraft to that level, which is not separated otherwise. Controller should exercisethe same caution when clearing high performance aircraft. This procedure will also applywhen aircraft are held in the holding pattern or en-route.

1.9.7 VMC CLIMB/DESCENT 1.9.7.1 VMC Climb/Descent shall not be authorized to any aircraft operating within

controlled airspace.1.9.7.2 Aircraft operating outside controlled airspace and desiring VMC

Climb/Descent maintaining their own separation may do so during day andbelow FL 150. In all such cases it shall be ensured that not only the essentialtraffic information is issued to the aircraft concerned but alternativesuggestions are also issued, to be followed in case it is unable to maintain

VMC during its Climb/Descent phase1.9.8 RULES OF THE AIR

1.9.8.1 All flights will be operated in accordance with the Visual Flights Rules to suchaerodrome for which no instrument approach procedure has been specified.

1.9.8.2 Flights may operate on IFR to those aerodromes where radio navigationalaids (NDB/VOR) are available and instrument approach procedure has been

established.1.9.9 ATC SERVICE

1.9.9.1 Air Traffic Control clearance shall be obtained by all flights prior to operatinginto Lahore Control Zone / Control Area.

1.9.9.2 Radar Advisory Service will be available within Lahore Control Zonewhenever practicable for all VFR flights.

1.9.10 FLIGHT PLAN 1.9.10.1 A ³Multiple Flight Plan´ shall be filled in respect of each flight covering the

sector ³from Lahore and back´ via the intermediate landing points both ways.1.9.10.2 Changes to the multiple flight plans, if any, shall be filed at the intermediary

controlled aerodromes.1.9.10.3 All changes to the flight plan including any delays etc. shall be filed with

Lahore ACC by the aircraft in flight also.




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1.9.11 COMMUNICATIONS 1.9.11.1 Continuous two-way VHF communication between the aircraft and Lahore

Approach shall be maintained while operating within Lahore Control Zone andwith Lahore Control Area.

1.9.11.2 Position reports shall be made on enroute frequencies to Lahore ACC at half hourly intervals or as advised by ATC, prior to each landing and after eachdeparture by aircraft in flight.

1.9.11.3 After landing at an uncontrolled aerodrome, the landing time may be relayedto Lahore ACC on HF / R/T or any other source by the aircraft whenever practicable

1.9.12 ALERTING SERVICE1.9.12.1 Over due action shall commence if aircraft fails to arrive within 30 minutes of

its ETA on return at Lahore or at a controlled aerodrome on the route asmentioned in the multiple flight plan.

1.9.12.2 If a flight is delayed at any intermediary station the pilot shall make everypossible endeavour to inform Lahore ACC in order to avoid unnecessary over due action.

1.9.13 PROCEDURES AND PHRASEOLOGY TO BE USED FOR COORDINATION BETWEEN

ATS UNITS1.9.13.1 The instructions contained herein after are to standardize the procedure and

phraseology to be followed by ATS personnel while coordinating aircraftmovements.

1.9.13.2 Nothing in these instructions preclude the fact that information required to bepassed to SOC will continue to be supplied as soon as it is received. Thisincludes any revision to the aircraft movements, which are of a significantnature and can have direct effect on the provision of Air Traffic Services.

1.9.13.3 Whenever in the opinion of any ATS units, a confliction hazard is expected todevelop, information with regard to such flight or flights shall be coordinatedbetween the controllers only and not through the FDAs. All FDAs employed atdifferent positions are to ensure that any such information received is passedto the controller / ACC (P) immediately.

1.9.13.4 All messages exchanged over the inter-comm shall be followed by operating

initial of the person passing the message and the person receiving themessage shall repeat his initials followed by time.

1.9.14 DEPARTING AIRCRAFT1.9.14.1 FLIGHT PLAN

1.9.14.1.1 After the receipt of flight plan of a departing aircraft, the PreFight Information unit will forward the required information to

the Area Control Centre and obtain the approval of the AreaController (Procedure). The following steps will be followed.

1.9.14.1.2 The PFIO will forward the Flight Plan at least 30 minutes prior to the proposed departure time on telephone or AMHS (asapplicable) to FDA Tower and FDA East / West. Theinformation shall be passed in a standard manner i.e statingthe information contained in each box on the strips, readingfrom left to right and utilizing standard phraseology. This will

enable the receiving FDA to copy the information directly on astrip thus eliminating any confusion.

1.9.14.1.3 Examples of PhraseologyPFIU= (Calls) ³Tower this is a Pre-Flight Proposed departure´Tower = ³Go Ahead´PFIU = PIA 356 B747 Speed/502 Requesting FL 200 IFR/VFR(as applicable) proposed departure 0200 Lahore-Islamabad SZTower = LD 13.

1.9.14.1.4 In the above examples the PFIU gives his operating initials toindicate that his message has completed. The FDA Tower givehis operating initials (LD) to indicate that he has received and




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understood the message and then state the time of receipt/print.

1.9.14.1.5 The FDA East / West will prepare the necessary strips for Approach Controller and Area (Radar/Procedure) Controller and FDA Tower will prepare the strip for Ground Controller and

Aerodrome Controller.Note: - In case of departure from Walton, SOP for operation of aircraft

at Walton shall be followed. 1.9.14.2 OPERATION

When an aircraft is ready to start engines, the Ground Controller shallcoordinate the start up with Area Controller Procedure and AerodromeController. The Area Controller (Procedure) shall issue ATC clearance incoordination with Approach Controller. The Ground Controller shall pass thesame to the departing aircraft and Aerodrome Controller. When the aircraft isready to taxi out the Aerodrome Controller shall call Approach Controller andpass the following.1.9.14.2.1 Approach-Tower PIA701 taxiing out IFR to KARACHI or

APATX taxiing out VFR to RAHWALI. The Approach Controller may follow ATC clearance with level restriction, heading and /

or VIFNO or RSYD. In case of flight operating wholly with inthe control zone the ATC clearance shall be issued by Approach.

1.9.14.2.2 Aerodrome Controller shall then obtain the final release of theaircraft from Approach Controller and complete the strip usingthe information/clearance given by Approach Controller.

1.9.14.2.3 After the aircraft is airborne the Aerodrome Controller shall call Approach and Area Controller (P) and say PIA 701 airborne at10 over to Approach.

1.9.14.2.4 When the aircraft comes in contact with Approach, the Approach Controller shall advise Tower as follows. ³PIA 701 incontact.

1.9.14.2.5 Prior to the time the aircraft reaches 35NM range mark Approach Controller shall signal Area Radar Controller and

say:- Area-Approach (Calls) Progress.- Approach go ahead.- Area-PIA701 estimating 35NM at 21 climbing FL

200. QM- Approach-HD19

1.9.14.2.6 The Area Controller Radar shall update the strip usinginformation given by Approach Controller and advice Approachwhen the aircraft comes in contact with the former e.g. Approach-PIA701 in contact.

1.9.15 BAND OF SSR CODES A list of SSR code band for AIIAP Lahore for Domestic / International and all Schedule /Non ± Schedule flights are given below: -

LAHORESKD / NON ± SKD INTERNATIONAL DOMESTICSchedule 4501 ± 4511 0101 ± 0130

Non ± Schedule 4512 ± 4517 0131 ± 0145

Note: -i. The SSR code number may be reused by another flight provided an interval of

six (06) hours exists between the two departing flights.ii. ICAO has allotted one additional SSR code series 4400 to 4477 for Domestic

flights of Lahore FIR. The same code series is allotted to PAF for their Militaryaircraft. (Reference HQCAA/1126/10/ATS dated 29

thJanuary 2010).




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1.9.16 A. T. C INCIDENT REPORTS

1.9.16.1 All ATC incidents including ground incidents/accidents shall be immediatelyreported to C.O.O, RFC and Airport Manager. The record related to theincidents should be collected and submitted to C.O.O / RFC along withthe written report by Team Leader.

1.9.16.2 Statement in respect of a landing aircraft shall be obtained from the Pilot- in-Command of that aircraft.

1.10 REPORTING OF INCIDENTS / OCCURRENCE / UNSERVICEABILITY / DIVERSION /OVERSHOOT IN IOU REPORT1.10.1 ACC Procedure Controller shall complile the report incordination with Team Leader and

forward to DCO contained in 001 ± OPCO ± 1.0 dated 17th

May, 2010 daily at 0530 hrsunder the following headings:1.10.1.1 Radar

1.10.1.2 Radio Nav-Aids1.10.1.3 Telecom

1.10.1.3.1 Air-ground.1.10.1.3.2 ATS Coordination (DSCs, ISDs).1.10.1.3.3 AFTN

1.10.1.4 Meteorological-Instruments

1.10.1.5 Aircraft Reports1.10.1.6 Incidents-Occurrences-Diversions1.10.1.7 Overshoots except those carried out by training flights for training purpose.

1.10.2 REPORTING OF AIRCRAFT ACCIDENTS AND INCIDENTS1.10.2.1 FLIGHT SAFETY

It is the duty of everyone associated with the aviation industry to makeflying safer. Although aircraft incidents/accidents cannot be totallyeliminated but with collective efforts these can certainly be reduced to anacceptable minimum. All concerned with the operations, maintenance and Air Traffic Control must realize that they share a general responsibility for eliminating those human and material weaknesses, which causeincidents/accidents. As such by implementing aggressive flight safetyprogramme and by collective efforts of all those concerned with operation

of aircraft, accident/incidents can be avoided.

1.10.2.2 PURPOSE OF REPORTINGReporting procedure in respect of incidents/accidents have beenprescribed with the view to provide full information about everyincident/accident so that causes may be established and remedial actionscan be taken to prevent recurrence.

1.10.2.3 DEFINITIONS1.10.2.3.1 ACCIDENT

An occurrence associated with the operation of an Aircraftwhich takes place between the time any person boards theaircraft with the intention of flight until such time as all suchpersons have disembarked, in which:1.10.2.3.1.1 Any person is fatally or seriously injured as a

result of being in the aircraft, or 1.10.2.3.1.2 by direct contact with any part of the aircraft

including parts which have become detachedfrom the aircraft, or

1.10.2.3.1.3 direct exposure to jet blast, except when theinjuries are from natural causes, self inflictedor inflicted by other persons, or when theinjuries are to stow away hiding outside thearea normally available to the passengersand crew, or

1.10.2.3.1.4 The aircraft sustains damage or structuralfailure which:




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i. Adversely effects the structuralstrength performance of flightCharacteristics of the aircraft and

ii. Would normally require major repairsor replacement of the effected

component, except for engine failureor damage, when the damage islimited to the engine, its cowlings or accessories: or for damage limited topropellers, wing tips, antennas, tires,breaks failing, small dents or punctureholes in the aircraft skins: or

iii. The Aircraft is missing or is completelyinaccessible.

Note 1: For statistical uniformity only an injuryresulting in death within 30 days of the dateof accident, is classified as a fatal injury.Note 2: An aircraft is considered to bemissing when the official search has been

ceased on request of the operator.1.10.2.3.2 INCIDENT:

In relation to an aircraft means an occurrence, which takesplace either on the ground or in flight in which: -1.10.2.3.2.1 The aircraft suffers damage or a person

suffers injury in circumstances other thanthose specified in the definition of accident;

1.10.2.3.2.2 The aircraft has a forced landing;1.10.2.3.2.3 The aircraft lands at a schedule aerodrome in

an un-airworthy condition;1.10.2.3.2.4 The aircraft is compelled to land at the

aerodrome of departure without completingthe schedule flight.

1.10.2.3.2.5 The aircraft lands owing to conditions, which

make continuation of the flight inadvisable.1.10.2.3.2.6 The position of the aircraft becomes unknown

for any period; or 1.10.2.3.2.7 The safety of the aircraft or its occupants or

any other persons or property is jeopardized.1.10.2.3.3 SERIOUS INJURY

An injury which is sustained by a person in an accident andwhich:1.10.2.3.3.1 Requires hospitalisation for more than 48

hours, commencing within seven days fromthe date injury was received; or

1.10.2.3.3.2 Results in a fracture of any bone (exceptsimple fractures of fingers, toes, or nose); or

1.10.2.3.3.3 Involves lacerations which cause severe

haemorrhage, nerve, muscle or tendondamage; or

1.10.2.3.3.4 Involves injury to any internal organ; or 1.10.2.3.3.5 Involves second or third degree burns, or any

burns affecting more than 5 percent of thebody surface.

1.10.3 PROCEDURE FOR REPORTING1.10.3.1 When an incident/accident occurs in Pakistan to a civil registered aircraft,

the Pilot-in-Command shall be responsible for ensuring that a notification of the accident or incident is furnished to the ATS unit concerned by thequickest possible means. It must be followed by a written report as soon as




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practicable. On receipt of the information about any accident /incident by ATS unit, the duty Team Leader will immediately inform the following;1.10.3.1.1 Ministry of Defence (In case of Bomb Threat, Runway

blockage, Hijacking)1.10.3.1.2 C.O.O & RFC, A.I.I.A.P.

1.10.3.1.3 Airport Manager A.I.I.A.P (Through MAS/DMAS)1.10.3.1.4 Director Operations1.10.3.1.5 General Manager A.T.S1.10.3.1.6 President S.I.B1.10.3.1.7 Chief Pilot Investigator 1.10.3.1.8 Chief Inspector 1.10.3.1.9 Director of airworthiness (In case of Pakistani registered

Aircraft)1.10.3.1.10 Controller of airworthiness (In case of Pakistani registered

aircraft)1.10.3.1.11 S.O to D.G.C.A.A.1.10.3.1.12 S.O to Dy. D.G.C.A.A.

1.10.3.2 Notification of occurrence should contain the following information:1.10.3.2.1 Name, designation and telephone number of the officer

reporting the occurrence.1.10.3.2.2 Name of the airport from which message originated.1.10.3.2.3 Aircraft information: -

i. The type, nationality and registration mark of theaircraft.

ii. The name of the owner, operator and hirer (if any)of the aircraft.

iii. The name of the pilot.iv. The date and time when the accident / incident

occurred.v. The last point of departure and the point of

intended landing of the aircraft and nature of theflight.

vi. The location of the accident / incident with

reference to some easily defined geographicalpoint.

vii. The nature and cause of the accident / incident asfar as known and

viii. The nature and extent of damage to the aircraft.ix. Weather condition.

1.10.3.2.4 Summary of the occurrence: Signature: Name: Designation: Telephone Nos: Office / Residence

1.10.3.2.5 The above notification should be sent inwriting / AMHS as soon as possible to theHQCAA and President SIB.

1.10.3.2.6 If all the data is not available the notificationmust state so and supplementary reportcontaining the particulars not included in thefirst report shall be furnished at the earliest.

1.10.3.2.7 Summary of occurrence, if required, shouldbe given using additional paper.

1.10.4 ACCIDENTS / INCIDENTS ± WRECKAGE PIECES / AIRCRAFT PARTS1.10.4.1 The pieces of wreckage after an aircraft accident generally spread over a

substantial area. The position and condition of the wreckage pieces isessential for accident investigation. Similarly after an aircraft incident, theposition of any of its fallen parts during the aircraft manoeuvre is essentialfor the incident investigation.




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1.10.4.2 The position, of the wreckage pieces, in an aircraft accident and aircraftparts in an aircraft incident, shall be determined with respect to runway.The position of bits and pieces of the wreckage assist the investigators incorrectly determining the sequences of events.

1.10.4.3 In the event of aircraft accident at the airport, it is the endeavor of Airport

authorities to clear the runway and other maneuvering areas as soon aspossible for resumption of aircraft operations from the Airport, however theremoval of the wreckage/aircraft parts should be done in a manner, whichdoes not hamper accident investigations.

1.10.4.4 In order to meet the requirements of aircraft accident investigation and for expeditious clearance of the runway for resumption of aircraft operation,the position of wreckage pieces/aircraft parts be marked on a chart or prominently indicated on ground with the help of chalk on the runway andwith other suitable markers elsewhere. Airport Manager / Duty Manager Airside / Senior Airworthiness Surveyor, being available at the airport willinvariably supervise the removal of the aircraft wreckage, in this way on thespot guidance can be obtained from them.

1.10.4.5 ATC incidents are to be reported on standard format as per AIP PakistanGen-1-11 and MATS section-I Chapter-1 Page 1-1-13.

1.10.4.6 The addressees on the subject message are to be written in the order of priority based on seniority in the following manner.- Director¶s or equivalent.- GM¶s or equivalent.- SO to DGCAA- SO to DDGCAA- Others.

1.10.5 OPERATION OF SCHEDULE AND NON-SCHEDULE SERVICES BYINTERNATIONAL AIRLINES TRANSITING THROUGH AND OVER-FLYINGPAKISTAN TERRITORY1.10.5.1 DEFINITIONS

1.10.5.1.1 SCHEDULE SERVICESSchedule services are those services, which operateaccording to a published timetable approved by the

Director General of Civil Aviation. 1.10.5.1.2 NON-SCHEDULE SERVICES

A service other than scheduled services, which is operatedwithout any published timetable on request / intimation tostates, whose territory the aircraft will transit.

1.10.5.1.3 STOP FOR NON-TRAFFIC PURPOSE/TECHNICAL

LANDING A landing for any purposes other than taking on or disembarking passengers, cargo or mail.

1.10.5.1.4 COMMERCIAL / TRAFFIC RIGHTS The right to embark or disembark or both of passengers,cargo and mail when so approved by the Director Generalof Civil Aviation.

1.10.6 OPERATION OF RELIEF FLIGHT IN AID OR DELAYED INTERNATIONAL

SCHEDULED SERVICE.In the event of delay to a scheduled service due technical reason etc. and if so requested by the Airline operator, the Airport Manager JIAP Karachi or AIIAP Lahore may permit the operation of relief flight for landing in Pakistanand / or over fly Pakistan territory.

1.10.5.2 INTERNATIONAL ATS ROUTES TO AND FROM PAKISTANTo ensure safety of operations, all scheduled, non-scheduled and relief flights when operating within the Pakistan airspace shall follow the

prescribed ATS routes. Timely intimation on all such flights to authoritiesconcerned shall be given by the ATS Units concerned.




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1.10.5.4 ADHERENCE TO ATS ROUTES1.10.5.4.1 All aircraft are required to follow

prescribed ATS routes as given in AIPPakistan.

1.10.5.4.2 The route to be followed shall be clearly

mentioned in the flight plan.1.10.5.4.3 In case an aircraft in flight wishes to

change the route it shall obtain prior clearance from Lahore ACC. The ACC (P)Controller in turn shall inform ATS Unitsand concerned SOC accordingly.

1.10.6 ESSENTIAL TRAFFIC INFORMATION1.10.6.1 Essential traffic information shall be issued to concern aircraft when

separation is reckoned to be or is likely to be reduced to less than thestandard minima, irrespective of type of flight.

1.10.6.2 Essential traffic information shall be issued to concern aircraft either directon HF/VHF frequencies of Lahore Radio or through ATS Units with whomthe aircraft is in contact, before effecting transfer of air-groundcommunication.

1.10.6.3 Reports of pilots that he has crossed another aircraft shall not be acceptedby the controller while giving climb or descend to the aircraft when such arequest is so made. The report of two aircraft passing each other should bebased on both having passed each other in relation to geographical pointor Radio fix and then only climb or descend clearance be given.

1.10.7 PASSING OF INFORMATION ON NON-SCHEDULE FLIGHTS TO CUSTOM /IMMIGRATION / HEALTH / ASFInformation on all non-schedule international flights intended to land at AIIAP Lahoreshall be passed to Custom, Immigration, Health and ASF as soon as it is received.

1.10.8 INFORMATION OF NON-SCHEDULED AIRCRAFT TO IMMIGRATIONThe information on all international non- scheduled flights operating to / from Lahoreairport shall be passed to immigration staff, by ACC (P) controllers / PFIOS well inadvance on telephone as well as in writing giving following details:a. Flight number.

b. Type of aircraft.c. Operator¶s Name.d. ETA and place of departure/ETD and destination.e. Nature of flight (Cargo, Passenger etc).

1.10.9 RECALL OF DEPARTING AIRCRAFT BY CUSTOMS / IMMIGRATION / HEALTHNo departing aircraft whether taxiing out or in flight, shall be recalled at the request of

customs / immigration / health authorities unless such a request is received on arecorded line followed by a written request duly signed by an authorized officer. AirportManager and COO to be informed invariably.

1.10.10 CUSTOM CLEARANCE OF NON-SCHEDULE FLIGHTSPrior to accepting the flight plan it shall be verified from the General Declaration form thatCustoms, Immigration and Health authorities clearance has been obtained and stampwith date has been affixed, only then the flight plan be accepted and flight authorized todepart.

1.10.11 VFR OPERATIONS ABOVE FL 150 DURING DAYOn occasions where a VFR flight operating below FL 150 may have to climb to a higher level than FL 150 to meet VMC minima. Such flights may be authorized to operate inaccordance with VFR above FL 150. All such cases should be reported as ATC incidentsand COO is to be informed invariably.

1.10.12 OPERATIONS TO / FROM UNMANNED AIRFIELDS1.10.12.1 When operating in Lahore FIR to / from airfields or places where there is no

communication with Lahore ACC and / or when no contact can be

established between the aircraft and Lahore ACC, it is necessary for theoperator to give advance information on such flights to Lahore ACC.Complete information on such movements shall be obtained before thecommencement of their operations.




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1.10.12.2 It shall be the responsibility of the pilot-in-command to close the flight planupon arrival at an unmanned airfield. He shall not take off again till he hasinformed the nearest aerodrome of his flight plan unless he has alreadyfiled a through flight plan

1.10.13 PASSING OF ETA(S) TO CAA FLIGHT ENQUIRY

1.10.13.1 Information on all air movements except local / training flights shall bepassed to Flight Enquiry by FDA as and when such information is received.

1.10.13.2 Whenever, there is a change in ETA of any flight in excess of five minutes,light Enquiry must be informed. Duty Controller shall ensure that it isfollowed rigidly.

1.10.14 DIVERSION FLIGHTSIn case of flights carrying passengers, the intimation shall also be given to MAS/DMASthrough GMC.




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Chapter 2

PRE-FLIGHT INFORMATION SERVICES

2.1. PRE-FLIGHT INFORMATION UNIT2.1.1 A unit established for the purpose of receiving reports concerning air traffic services and

flight plan submitted before departure (ICAO name- Air Traffic Services reporting office).2.1.2 PRE-FLIGHT OPERATIONS:

2.1.2.1 Pre-flight Information Officer (PFIO)shall:2.1.2.1.1 Be responsible to Team Leader for the provision of pre-flight

information services.2.1.2.1.2 Accept the flight plan messages, other relevant ATS messages,

NOTAMs, Weather information (METAR, SPECI and Weather Warning) and disseminate the information to appropriate ATS units,operators and aircraft appropriately.

2.1.3 DUTIES OF PRE-FLIGHT INFORMATION OFFICER:2.1.3.1 The PFIO discharging his/ her responsibility, shall perform the following

duties:2.1.3.1.1 Provide pre-flight information service to the Pilot-in-command or

their designated representatives in accordance with the provisions

contained in MATS & AIP.2.1.3.1.2 Prepare CAA forms-438 (Housing & landing) and ensure that the

Pilot or his designated representative signs such forms before theaircraft concerned departs from Lahore airport.

2.1.3.1.3 Receive Post Flight Information Report from the pilot or his

designated representative and submit to C.O.O/R.F.C.2.1.3.1.4 Ensure that all NOTAMs/Charts are updated/displayed and relevant

documents are properly placed.2.1.3.1.5 Maintain the PFIO¶s logbook and ensure that all important matters

are recorded.2.1.3.1.6 Maintain the aircraft movement register in respect of all aircraft

movements at Lahore Airport and prepare the summary of movements for each day after 2400 UTC.

2.1.3.1.7 All flight plans and relevant ATS messages will be scrutinized /

approved as per the following format for acceptance in ATMSystem (FDP) and the same shall be passed to concerned ACCs / ATS Units through AMHS:

a) IFR Departures from AIIAP for other FIRs

Item 15 of ICAO FPL shall start with the way point at which SID

terminates i.e.Example 1PIA 213 A310 OPLA - OMAALEMOM (space) G214 (space) MOLTA

Example 2SFR304 IL76 OPLA ± UUDD

ZARAF (space) A466 / P500 (space) PADDY

b) IFR Departures from AIIAP within FIR

Item 15 of ICAO FPL shall start with theway point at which SID terminates i.e.

Example 1

PIA 385 AT42 OPLA ± OPDGLEMOM (space) J166 (space) MOLTA (space) DCT (space)DIBBA (space) DCT




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Example 2 APBAG C172 OPLA ± OPLA via FaisalabadDCT (space) OPFA (space) DCT

c) IFR Departures from LAH FIR (other than AIIAP) to other FIRs

Item 15 of ICAO FPL shall start withExample 1PAF134 C130 OPLA- OPMTDCT (space) LEMOM (space) J112 (space) MOLTA or DCT (space) SARDA (space) KUMMI (space) DCT

d) IFR departures within LAH FIR (other than AIIAP)

Item 15 of ICAO FPL shall start withExample 1PIA 672 AT42 OPRN ± OPMTDCT (space) INDEK (space) J121 (space) SP (space) MOLTA

(space) DCT

e) VFR Departures (including training and test flights) from allairports within LAH FIR:

Item 8 ICAO flight plan shall be filled with letter ³V´ for VFR flight.Item 15 of ICAO FPL shall start with

Example 1 APBEN PA34OPLA ± OPMT FL 75DCT (space) LEMOM (space) DCT (space) SAHIWAL (space)DCT

Example 2PAF 122 CN35 OPMH ± OPMT FL 115DCT (space) FA (space) DCT (space) MT

Or DCT (space) LAT LONG (space) DCT (space) LAT LONG (space)DCT

Note: - List of VFR points alongwith their 5 ± 6 digits codes to beused in flight plan is attached as appendix ± G.

2.1.3.1.8 Upon the receipt of METAR, SPECI, Weather Warning and

SIGMET information etc, disseminate these informations to aircraftthrough ATIS broadcast and to the concerned ACCs/FICs through AMSS.

2.1.3.1.9 Maintain and update the Aeronautical Information Publications or data of Aerodromes within /outside Pakistan provided in PFIU.

2.1.3.1.10 Ensure that landing and housing charges in respect of Non-Schedule operators are correctly assessed, payment voucher issued and payment has been made.

2.1.3.1.11 Any other related duties assigned by the Team Leader (e.g.dispatch of FPL & Revenue data).




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2.2. FLIGHT PLAN2.2.1 Flight Plan may be accepted between 30 minutes and 2 hours prior to ETD of an IFR

flight except as agreed between the operator and the organization providing Pre FlightInformation Service.

2.2.2 Not less than two copies of flight plans to be accepted.2.2.3 While accepting the flight plan, the PFIO must scrutinise it for any obvious errors and

shall be pointed out to the Pilot in command/Representative for changes/corrections.

2.2.4 Flight plan of all PIA eastbound flights entering Delhi FIR must be transmittedimmediately upon receipt on ³DD´ priority. Details for FIC / ADC No. are given on page 3-15 Para 3.18.

2.2.5 No flight plan to be accepted if it includes an addressee which is not in accordance withICAO abbreviation and the operator shall be informed accordingly for correctivemeasures.

2.2.6 A ³Multiple Flight Plan´ filed in respect of each flight covering the sectors ³Lahore & back´via the intermediate landing points shall be accepted before the departure of the flight.

2.2.7 Changes in the multiple flight plans if any may be filed at the intermediate aerodrome.2.2.8 All changes to the flight plan including any delay shall be filed with Lahore Pre-Flight

Information-Unit. However from intermediate stop the changes should be passed toLahore ACC through available sources of communication.

2.2.9 PFIO after scrutinising the FPL shall transmit it to all concerned stations/ATS units atleast 30 minutes prior to ETD.

2.2.10 ARRIVING AIRCRAFT2.10.1 FLIGHT PLANThe station from where the aircraft depart will pass departure time and flight planmessage. This will be sent on HF/AMHS/DSC directly to the Area Control Centre. Onreceiving this information ACC will take the following actions: -2.18.1.1 The FDA East / West will print the necessary strips for Area Controller (P/R)

and Approach Controller.2.18.1.2 After completing the strips the FDA East / West will pass the information to

FDA Tower and Flight Inquiry as per standard procedures.2.18.1.3 The FDA Tower will print/prepare the necessary strip for the Ground /

Aerodrome Controller and hand over to the respective Controller.2.2.11 OPERATIONS

When the aircraft enters the flight information region the Pilot will transmit a positionreport to the Area Control Centre. This report will contain an estimate for Control Zone

Boundary and ETA for the destination aerodrome. The Area Controller (Radar) will passaircraft estimates FL and other necessary information¶s to the Approach Controller onstandard procedures.2.18.2.1 The Approach Controller will update the strip using the time and Flight Level

received from Area Controller.2.18.2.2 When the aircraft enters control zone, the Approach Controller shall pass the

control zone boundary position report and landing sequence to AerodromeController along with the type of approach the aircraft will carry.

2.18.2.3 The Approach Controller will keep the Aerodrome Controller informed of allrevisions to the estimates/ delays.

2.2.12 TRANSIT FLIGHT PLAN (OVER FLYING)2.2.12.1 The following procedures shall be used:2.2.12.2 The FDA AMHS upon receiving the flight plan, shall prepare basic and strips

for the reporting points along the route the aircraft will fly from entry to exit

points.2.2.12.3 FDA East / West shall display strip of entry point in respect of each aircraft atleast 30 minutes prior to the time aircraft is estimated over it based onETD/ATD.

2.2.12.4 FDA ACC (E) & (W), shall check all the may fly list and flight plans of non-scheduled movement and their clearances. Any Non- Schedule movementwithout clearance, Civil / Military, is to be brought in the knowledge / notice of the concerned Area Procedure Controller and Team Leader.

2.2.12.5 FDA ACC (E) and (W) shall pass all scheduled and non-scheduled (Civil /Military) flight plan details to the concerned Sector Operation Centre (SOC)without any delay. Thereafter, FDA East and West will handover strips of flightto Area Controller (Procedure/Radar).




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2.2.12.6 All aircraft entering Lahore FIR will be restricted to their original squawk codeallotted by adjacent ACC / Passed to ADC sector. Change of squawk code if deemed necessary is to be passed to ADC sector without delay / top priorityto retain the aircraft identification.

2.2.12.7 FDA ACC (E) and (W) to attend respective Air Defence command sector speech circuits / communication lines expediously.

2.2.12.8 Discourage such flights having no specific landing permission in Pakistan

Airspace. However, in case of emergency, the Team Leader / DATCO mayallow landing at appropriate aerodrome whilst conveying the same toconcerned Air Defence command sector.

2.2.12.9 The Area Controller Procedure shall pass estimates of exit point to therelevant FIC/ACC.

2.2.12.10 The Area Controller Procedure shall continually analysis traffic situation andwill keep informed about traffic conflictions to the Area Controller Radar well inadvance.

2.2.12.11 The Area Controller Radar shall keep informed to the Area Controller Procedure of all revision to the estimates/levels or any other information.

2.2.13 TRAINING FLIGHTS AND PRACTICE INSTRUMENT APPROACHES 2.2.13.1 All aircraft on training flight carrying out circuits and landings shall be under

Aerodrome Control and position information on these flights shall be passedto Approach Control/Radar whenever it is likely that this flight will conflict with

an arriving or departing IFR flight.2.2.13.2 Aircraft carrying out practice instruments approaches will be kept with Aerodrome Control and will be handed over to Radar only when there is anarriving or departing IFR flight. This handing over shall take place at least 7minutes prior to the ETA of the IFR flight at the approach fix and in the case of departures it shall be handed over to Approach when the departing flighttaxies out.

2.2.13.3 All training flights shall take place with the prior approval and coordination withLahore Approach.

Note: - Schedule flights shall have priority over the training flights.

2.3. FLIGHT PLANS FOR TRAINING/TEST FLIGHTS:2.3.1 The operators concerned have to submit the flight plan in writing for each flight for

aerodrome circuit operation only on the register provided in the Pre Flight Information

Unit. Alternatively if it is not possible to submit the flight plan in writing due somereasons, they may submit the plan on telephone to P.F.I.O or through fax on Fax No.021-99240549, who will record it in the relevant register. In exceptional cases they maysubmit the flight plan on R/T to Control Tower. In such an eventuality the flight plan shallbe submitted sufficiently in advance, so that necessary coordination may be effectedbefore the flight operation.

2.3.2 For all flight operations outside aerodrome traffic zone including flights carrying outinstrument approaches, a proper flight plan on specified flight plan Performa must besubmitted at least thirty minutes before the estimated time of departure.

2.3.3 PFIO shall ensure the area and hieght band of test / training flights is specified in the

filed flight plan item No. 15. He will coordinate with the concerned ACC for the availabilityof area and height band before clearing the flight and advise the operator accordingly.

2.3.4 If the flight is to be operated out side the Control Zone PFIU will inform FDA East / Westand FDA Tower of the following:-

2.3.4.1 Call sign of aircraft2.3.4.2 Type of aircraft2.3.4.3 Speed, proposed altitude/flight2.3.4.4 Proposed departure time2.3.4.5 Nature of flight2.3.4.6 Duration of flight2.3.4.7 Any other remarks e.g. proposed routing etc.

2.3.5 The FDA East / West shall forward such information to Approach/Area Controller. If thenature of flight is ³circuits and landings´ the FDA Tower will inform the FDA2 of thefollowing: -2.3.5.1 Call sign of aircraft2.3.5.2 Type of aircraft




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2.3.5.3 Proposed departure time2.3.5.4 Nature of flight2.3.5.5 Duration of flight2.3.5.6 Any other remarks

2.3.6 The FDA 2 shall forward such information to Approach Controller. If the flight will remainin the Aerodrome circuits and Pilot files his flight plan directly with the AerodromeController, the following information should be obtained and passed to PFIU / FDA2

positions: -2.3.6.1 Call sign of aircraft2.3.6.2 Type of aircraft2.3.6.3 Nature of flight2.3.6.4 Duration of flight2.3.6.5 Endurance2.3.6.6 Total number of persons on board2.3.6.7 Captain¶s name2.3.6.8 Proposed time of departure

Example:PFIU ± APP Training/or test flightAPP ± PFIU Go ahead

PFIU-APP Training one, A310, speed 500 KTS, requesting FL240 ETD0500, 20 miles North West radial 300, requesting two VOR

and two ILS approaches;APP-PFIU Coppied

2.3 FLIGHT PLAN IN RESPECT OF VVIP/VIP FLIGHT TO UNMANNED AIRFIELDS:2.4.1 Whenever any VVIP/VIP aircraft is going to land at a unmanned /uncontrolled airfield,

and if it is to fly back from there, the Captain of the VVIP/VIP aircraft shall be required:2.4.1.1 To file flight plan for return flight along with departure flight plan and;2.4.1.2 In case the return flight is not going to take place in accordance with the flight

plan already filed, notify the changes to the appropriate area control centre ontelephone. If for any reason intimation on telephone is not possible, aircraftdeparture time and any change in the flight plan shall be notified on R/T to theappropriate ground station as soon as possible after departure to ensure flightsafety.

2.5 ATS MESSAGES: 2.5.1 No ATS message shall be accepted if it includes an addressee which is not in

accordance with ICAO abbreviation.2.5.2 No administrative message shall be originated without the prior permission of C.O.O /

R.F.C.2.5.3 PFIO shall keep the record of all ATS messages received, disseminated and filed with

Pre-Flight Information Unit for reference, revenue collection and investigation purposeetc.

2.5.4 All Emergency messages pertaining to Military aircraft shall be treated as ³SECRET´ andnot to be transmitted on any civil telecommunication system.

2.5.5 All messages received in PFIU shall be properly initialled by PFIO with Date and Timegroup.

2.5.6 All Operational messages shall be handled in accordance with the instructions ascontained in relevant ICAO documents and MATS.

2.5.7 ARRIVAL MESSAGES: 2.5.7.1 INTERNATIONAL FLIGHTS:

2.5.7.1.1 AIIAP Lahore as Destination:- When an aircraft land at AIIAP Lahore (Intended destination),PFIO shall only be required to transmit arrival message to thepoint of departure, if the ATS unit originating the flight planmessage has indicated that an arrival message is required.

2.5.7.1.2 Diversionary Landing:-When a diversionary flight lands at AIIAP, Lahore, arrivalmessage shall be sent by PFIO to2.5.7.1.2.1 the intended destination2.5.7.1.2.2 the point of departure2.5.7.1.2.3 the ATS units, serving each FIR through which,

according to the flight plan the flight would have




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passed, had it not been diverted to AIIAPLahore.

2.5.7.2 DOMESTIC FLIGHTS:2.5.7.2.1 Arrival from Aerodromes in Lahore FIR:-

When the arrival is from an aerodrome within Lahore FIR to AIIAP, arrival message shall be sent to the point of departure onDSC/SSB by concerned ACC (P) Controller or by PFIO if

AMSS/AFTN link is available, as the case may be.2.5.7.2.2 Arrival from Karachi FIR:

When the arrival is from Karachi FIR and AIIAP Lahore is theintended destination, arrival message shall be sent to:-2.5.7.2.2.1 The point of departure.2.5.7.2.2.2 OPKCZTZX and OPKRZRZA / OPKRZRZX.

2.5.8 In case of diversionary landing, arrival message shall also be sent to the intendeddestination by concerned ACC (P) Controller on DSC/SSB or by PFIO if AMSS/AFTNlink is available as the case may be.

2.5.9 Departure Messages:In case of ATM system (FDP) failure:2.5.9.1 Departure messages of all flights departing from AIIAP Lahore shall be

transmitted in accordance with the procedures laid down in MATS and DOC4444 / ATM.

2.5.9.2 Departure messages of all PIA eastbound flights must be issued under ³DD´priority.2.5.10 CORRECT INFORMATION TO PFIU & SSR CODES IN ESTIMATES MESSAGES

2.5.10.1 Tower FDA will pass all arrivals / departures / local movements (Touch & GoTimings) to PFIU. Both Units will maintain CA-17 (Aircraft MovementRegister) simultaneously and accurately. ATS Messages i.e. Departure / Arrival, Delay (DLA), Cancel (CNL), Change (CHG) will be originated by PFIUpromptly.

2.5.10.2 SSR Code shall be included in the ATS messages as prescribed in ATM. Allarea Radar/Procedures Controllers are advised to invariably include SSRCode allotted or proposed to be allotted to a flight, in estimate messages.




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Chapter 3

AREA CONTROL SERVICE

3.1. INTRODUCTION:3.1.1 Lahore Area Control Centre (ACC) is responsible for the provision of air traffic services in

Lahore Flight Information Region (FIR). Lahore FIR has been divided into two sectors i.e.sector East & West. The ATS officials shall adhere to the procedures applicable in therespective sectors as contained in A.I.P Pakistan, MATS and relevant ICAO documents.The guidelines/principles given hereunder shall be followed in addition to the abovementioned procedures to ensure smooth functioning of ATS Units.

3.2. AIRSPACE CLASSIFICATION IN LAHORE FIR:

Sr.No.

AREA HORIZONTAL/VERTICAL LIMITS CLASS

1. Control Area

At and above FL155 A

Below FL155 (subject to lower limits of CTA) C2. ATS Routes All routes falling in Lahore FIR at or above FL155 A

3.Aerodrome Traffic Zones

All Controlled Aerodromes within Lahore FIR C

4.Control Zones(CTRs)

All Control Zones in Lahore FIR(Except Quetta which is class ³C´)

B

5. Multan TMA All portion of Multan TMA in Lahore FIR E

6.IslamabadApproach

Lateral limits :TIPUR (3449N 07252.5E) ± FATEH (3334.9N07237.7E) ± BALKA (3259.3N 07241.8E) ±CADIZ (3240N 07305E) ± POINT (3248N07320E) ± POINT (3324N 07323E) ± BATAL(3435N 07305E)

Bwithin25 NM

of VORVertical Limits:

From ground to FL250 within 25NMFrom 4500 feet to FL250 beyond 25NM

7.UncontrolledAirspace

Airspace covering whole FIR, except the abovementioned airspace.

G

8. Limits of FIRUpper limitLower limit

UnlimitedGrd/water

3.3 AIR TRAFFIC MANAGEMENTThe ATM comprising of Airspace Management (ASM) and Air Traffic Services. 3.3.1 AIRSPACE MANAGEMENT

In addition to the existing controlled airspace the following Terminal Control Areas(TMA) and Control Zones (CTR¶s) have been established.3.3.1.1 LAHORE CONTROL ZONE

A circle of 25 NM radius centred at Lahore VOR/DME except that part whichfalls in Delhi FIR.a) Upper Limits FL-075b) Lower Limits Groundc) Airspace Class ³B´

3.3.1.2 LAHORE TERMINAL CONTROL AREA (TMA) A circle of 35 NM radius centred at Lahore VOR/DME excluding that partwhich falls in Delhi FIR.a) Upper Limit FL-155b) Lower Limit FL 75 (within 25 NM radius) and

FL 55 (out side Control zone)




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c) Airspace Class ³C´ (out side the vertical and horizontal limits of Control Zone)

d) ATS Unit Lahore Approach will provide services in CTR and TMAe) Operating VHF: 121.3 MHz (Main) & 125.3 MHz (Stand By)

Frequencies UHF: M-30 / Guard 243 MHz available at RICS of ACC

3.3.1.3 LAHORE AREA CONTROL An Area bounded by following points 3100N 7400E 3500N 7246E 3020N7228E 3126N 7251E 3150N 7350E 3249N 7308E 3258N 7338E 3207N7420E then along the counter clockwise arc of 35NM radius centered atLahore VOR/DME to point 3100N 7400E excluding those areas which fall inOP/P 215 (SARGODHA PROHIBITED AREA) and OP/R 253 (RAFIQUITRAINING AREA)a) Upper Limit Unlimitedb) Lower Limit

i) Within 35NM radius of Lahore VOR/DME FL-155ii) FL-075 From 35NM to 100NM of Lahore VOR/DMEiii) FL-155 Beyond 100NM of Lahore VOR/DME

c) Airspace Below FL 155 class ³C´ At or aboveFL155 class ³A´

d) ATS Unit Services Lahore Area Control Center e) Operating FrequenciesVHF: Main ACC East 127.5 MHz &

Emergency 121.5 MHz, ACC(West) VHF: 124.1 MHz &Emergency 121.5 MHz

f) UHF frequency UHF: Channel ± 79 and Guard 243 MHZ areavailable on RICS of ACC

NOTE: Frequency of PAF/UHF channel (CH ± 16) provided in controltower is classified and such frequencies are discretefrequencies.

3.3.1.4 CONTROL ZONES IN LAHORE FIR3.3.1.4.1 In view of Air Traffic density and other associated factors control

zones are established in Lahore FIR at the following

aerodromes: -3.3.1.4.1.1 D.I KHAN3.3.1.4.1.2 FAISALABAD3.3.1.4.1.3 D.G. KHAN

3.3.1.4.2 The lateral and vertical limits are as follows: -3.3.1.4.2.1 LATERAL LIMIT

An airspace of 10NM radius centered ataerodrome reference point.

3.3.1.4.2.2 VERTICAL LIMITS:Lower Limits Ground/Water Upper Limit FL-075 Airspace Class ³C´

3.3.1.5 TERMINAL CONTROL AREA (TMA) MULTANTerminal Control Area Multan has been established to protect the arriving and

departing controlled flights to/from Multan, D.G Khan and Bahawalpur Airports.The lateral and vertical limits of Multan (TMA) are as follows:3.3.1.5.1 LATERAL LIMITS

Area bounded by 3015N 6945E (HILAL) to 3000N then to 2917N3125E (MURLI) to 2920N 7142E (BHAWALPUR) then to 3000Nthen 3020N 7228E then to 3029N 7148E then 10NM circle to3028N 7110E then to 3030N 7105E then to 3030N 7053E(TAUNSA) then to 3012N 7045E then back to 3015N 6945E

(HILAL).3.3.1.5.2 VERTICAL LIMITS

3.3.1.5.2.1 LOWER LIMIT




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Within 10NM FL-75, from CTR to 20NM 2500Feet, beyond 20NM till the limit of TMA FL-55.

3.3.1.5.2.2 UPPER LIMITFL-155.

3.3.1.5.2.3 AIRSPACE CLASS

Class ³E´3.3.1.5.3 Multan Approach Control office has been entrusted with the

provision of Air Traffic Control Services, within Multan TerminalControl Area.

3.3.1.5.4 OPERATING FREQUENCIES.Main 119.1 MHzStandby 122.6 MHz

3.3.1.5.5 MULTAN CONTROL ZONE A Circle of 10NM radius centered at Multan VOR.3.3.1.5.5.1 Lower Limit Ground3.3.1.5.5.2 Upper Limit FL-0753.3.1.5.5.3 Airspace Class Class ³C´

3.3.1.6 CHERAT CONTROL ZONE AND ISLAMABAD APPROACHDivision of airspace between Cherat and Islamabad Approach is in

accordance with the following arrangements:3.3.1.6.1 CHERAT APPROACH AREA

Clockwise area of 60NM radius centred at position 3350NM7214E commencing from BALKA (3269 7040E) (3258N 7030N)(3343N 7153E) and then clockwise arc of 60NM centred at3353N 7241E to TIPUR (3449N 7252.5E) then joining pointFATEH (3334.9N 7237.7E) and BALKA (3259.7N 242.1E)Upper Limit UnlimitedLower Limit Ground ATS Unit Providing Services Cherat ApproachOperating Frequency Main 125.6 MHz / 12 stand by

3.3.1.6.2 ISLAMABAD APPROACH AREA Airspace encompassed within lines joining points:- TIPUR (3349N 7252E) FATEH (3334.9N 7237.7E) BALKA

(3259.3N 7321.8) CADIZ (3240N 7305E) (3248N 7320E) (3324N7323E)3.3.1.6.2.1 Upper Limit FL2503.3.1.6.2.2 Lower Limit Ground (Within 25NM of

Islamabad(VOR/DME) beyond 25 NM

A0453.3.1.6.2.3 Airspace Class ³B´ within 25NM of

Islamabad VOR, beyondaccording to ATS routeclassification.

3.3.1.6.2.4 Type of Service ³Approach Control Service´3.3.1.6.2.5 ATS Unit Islamabad Approach services

providing Services

3.3.1.6.2.6 Operating Main 124.9 & Standby 125.5Frequencies MHZ

3.4 SECTORS OF FIR:3.4.1 LAHORE FIR HAS BEEN DIVIDED INTO TWO SECTORS AS FOLLOWS: -

3.4.1.1 Lahore ACC Sector East shall provide Air Traffic Services to aircraft operatingin Lahore FIR east of line joining points 3700 N 7300 E, SARPI, Islamabad,MAKOT and towards south to as point at Karachi / Lahore FIR Boundary,according to the airspace classified except in those areas which fall under responsibility of Multan TMA, Cherat Approach and Islamabad Approach.

3.4.1.2 Lahore ACC Sector West shall provide Air Traffic Services to aircraft operating

in Lahore FIR west on line joining points 3700 N 7300 E, SARPI, Islamabad,




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MAKOT and towards south to point Karachi / Lahore FIR Boundary, accordingto the airspace classification except in those areas, which falls under theresponsibility of Cherat Approach and Multan TMA.

3.4.2 PROVISION OF AIR TRAFFIC SERVICES: 3.4.2.1 Relevant Air Traffic Services in Lahore FIR will normally be provided by;

3.4.2.1.1 Lahore ACC East sector in sector-1. 3.4.2.1.2 Lahore ACC West sector in sector-2.

3.4.3 MANNING: 3.4.3.1 Each sector of the Area Control Centre shall be manned as follows:

3.4.3.1.1 Area Radar Controller One 3.4.3.1.2 Planner / Area Controller One 3.4.3.1.3 Area Coordinator One 3.4.3.1.4 Flight Data Assistant One

3.4.3.2 Whenever traffic conditions permit, Team Leader may combine procedure &radar control positions with the consent of duty controllers. This will provideadequate relief to the ATS officials to prepare them for heavy density traffic. 3.4.3.2.1 Manning Eligibility of Controllers.3.4.3.2.2 The Area Radar Controller shall have a valid Area Radar and

Area Procedure Rating.

3.4.3.2.3 The Planner/Area Procedure Controller shall have a valid AreaRadar and Area Procedure Rating.

3.4.3.2.4 The Area Coordinator shall have a valid Area Procedure Rating.

3.5 DUTIES OF ACC CONTROLLERS:3.5.1 PLANNER / AREA CONTROLLER:

Planner / Area Controller shall be responsible to the Team Leader for: -3.5.1.1 Taking over the position by log-in through assigned user ID and password3.5.1.2 Displaying correct page on VCCS monitor for communication.3.5.1.3 Efficient administration and control of his/her work position.3.5.1.4 Acknowledgement & manipulation of FPL(s) showing alerts such as FP /

MSAW / CLAM / RAW.3.5.1.5 Ensuring flight plans and SSR tracks are correlated on display.3.5.1.6 Ensuring updates of CFL & ROUTE fields of FP label whenever a change is

made by Radar controller .

3.5.1.7 Ensuring appropriate setting of SDD (as described at Appendix ± D) for visualization of traffic entering / leaving the area of responsibility.

3.5.1.8 Ensuring study of current list of NOATMs available in the ATM system andbrief the Area Radar controller about the same.

3.5.1.9 Ensuring correct identification of ³SYNTHETIC TRACK´ on SDD and its

updating. Synthetic track shall not be used for the provision of Radar separation.

3.5.1.10 Ensuring selection of ³BYP´ from ³INT´ in case SDD shows ³FROZENPICTURE´ message and select appropriate SSR station depending on trafficcondition (as only one radar data will be depicted on one SDD).(Note: Area Radar controller and Planner/Area Controller with mutualunderstanding may select different SSR Stations on SDD for better situationawareness and maximum coverage of area)

3.5.1.11 In case of SSR and FDP failure, provide air traffic services (non-radar) in

accordance with the provisions laid down in AIP, MATS, SAR manual andlocal instructions issued from time to time to ensure that aircraft flying in thecontrolled or uncontrolled airspace in his area of jurisdiction to remainprocedurally separated as per airspace classification.

3.5.1.12 Issuance of air traffic control clearances as per laid down procedures except,when SSR, FDP are operational and FPL of the aircraft available in thesystem, clearances for departures from OPLA and OPLH will be issued byLahore GMC or TWR controller, as the case may be.

3.5.1.13 In the event of SSR failure but FDP functioning, Planner / Area Controller shallfeed correct data (route, position, level and speed of the aircraft) in the systemto ensure correlation of synthetic tracks with reported position of the aircraft.




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3.5.1.14 In the event of SSR and FDP failure take over the control of traffic andprovide air traffic control service (procedure)provided:3.5.1.14.1 Non Radar separation has been established by Area Radar

Controller, and3.5.1.14.2 Proper briefing is received from Area Radar Controller, and

3.5.1.14.3 Flight progress board is updated according to the current traffic.3.5.1.15 Informing APM of a particular airport when it is necessary to extend the

working hours of Radio/Nav. Aids and/or ATS unit.3.5.1.16 Providing Alerting Service and to take appropriate action when aircraft are

known to and/or believed to be in need of assistance, as per laid downprocedures.

3.5.1.17 Effecting co-ordination with relevant ATS units.3.5.1.18 Ensuring that the flights (schedule, non-schedule) are permitted to operate in

accordance with the clearances issued by the appropriate authority.3.5.1.19 Maintaining relevant journals and records as per laid down procedures.3.5.1.20 Maintaining close liaison with the airline operators in respect of their aircraft

requiring assistance.3.5.1.21 Any other related duties assigned by Team Leader.

3.5.2 AREA RADAR CONTROLLER:

3.5.2.1 Area Radar controller shall be responsible to the Team Leader for:3.5.2.1.1 Taking over the position by log-in through assigned user ID and

password.3.5.2.1.2 Displaying correct page on VCCS monitor for communication.3.5.2.1.3 Efficient Administration and Control of his/her position.3.5.2.1.4 Providing Air Traffic Services based on Radar to the air traffic

operating in his/her area of jurisdiction in coordination withPlanner / Area Controller and according to the provisions laiddown in AIP (Pakistan), MATS, SAR Manual and localinstructions issued from time to time.

3.5.2.1.5 Maintaining radar surveillance of air traffic in his/her area of jurisdiction to Provide complete position information.

3.5.2.1.6 Ensuring correct identification of ³SYNTHETIC TRACK´ on SDDand getting it updated / merged with actual track in coordination

with Planner / Area Controller. Synthetic track shall not be usedfor the provision of Radar separation.

3.5.2.1.7 Ensuring selection of ³BYP´ from ³INT´ in case of SDD shows³FROZEN PICTURE´ message and select appropriate SSRstation depending on traffic condition (as only one radar data willbe depicted on one SDD only).

(Note: Area Radar controller and Planner/Area Controller withmutual understanding may select different SSR Stations on SDDfor better situation awareness and maximum coverage of area)

3.5.2.1.8 Accepting / handing over the control of traffic over the definedand / or agreed transfer of control points (automatic or manual).Transfer of communication shall be made once the traffic isaccepted by the accepting controller.

3.5.2.1.9 Providing radar navigational assistance to the aircraft between

established navigational fixes or as required under thecircumstances.

3.5.2.1.10 Ensuring that radar alignment checks are carried out inaccordance with laid down procedure specified.

3.5.2.1.11 Ensuring appropriate setting of SDD (as described at Appendix ±D) for visualization of traffic entering / leaving the area of responsibility.

3.5.2.1.12 In case of SSR and FDP failure, he shall continue to provide air

traffic sevices (non radar) till the time the control of traffic ishanded over to Planner/Area Controller after ensuring:




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3.5.2.1.12.1 Standard non-radar separation between allcontrolled aircraft, and

3.5.2.1.12.2 Flight progress board is updated by the Planner / Area controller according to the current trafficand

3.5.2.1.12.3 Assist Planner / Area controller for the provisionof efficient air traffic services.

3.5.2.1.13 Maintaining relevant records as per laid down procedures.3.5.2.1.14 Providing Alerting Service and to take appropriate action when

aircraft are known to and/or believed to be in need of assistance,in accordance with laid down procedures.

3.5.2.1.15 Providing information to the pilot on storm and precipitationareas observed on the radar if possible.

3.5.2.1.16 Taking action in accordance with aircraft crash plan, anti-hijacking plans as and when required.

3.5.2.1.17 Any other related duty assigned by Team Leaders.3.5.3 AREA CO-ORDINATOR:

3.5.3.1 Area Co-ordinator shall be responsible to Planner / Area Controller for:3.5.3.1.1 Taking over the position by log-in through assigned user ID and

password.3.5.3.1.2 Diaplaying correct page on VCCS monitor for communication.3.5.3.1.3 Manipulating and generating computerized flight progress strips

for respective sector. Prepare strips manually when FDP of ATMsystem is not available.

3.5.3.1.4 Posting coordination data on flight progress strip and informingthe concerned Planner / Area Controller for updating the CFL of the relevant flight appropriately.

3.5.3.1.5 Generating / preparing extra strip for SMCC and pass on to FDANovember for further action.

3.5.3.1.6 Receiving and feeding FPL information in the system for trackscreated under Minimal FPL option within 5 minutes time after generation.

3.5.3.1.7 Making coordination on FPL and ATS messages with respective

adjacent / internal units as per the LoA and SOPs.3.5.3.1.8 Effecting coordination with concerned aerodromes in the area

and other ATS units.3.5.3.1.9 Keeping the adjacent ACCs/FICs/ATS Units updated about the

aircraft¶s current flight plan.3.5.3.1.10 Effecting coordination with other agencies/offices as and when

required.3.5.3.1.11 Informing ETA of arrivals to GMC and Flight Inquiry.3.5.3.1.12 Collecting and feeding meteorological information in the system

whenever automatic updating is not functioning.3.5.3.1.13 Any other duty assigned by Planner / Area Controller or Team

Leader. 3.6 TRANSFER OF CONTROL:

3.6.1 Non radar horizontal or vertical separation shall be provided between all controlled flights

until they are identified on radar and appropriate radar separation could then be appliedin accordance with the prescribed radar separation minima.

3.6.2 Radar handover process will be initiated between two units when aircraft is within oneminute flying time from the sector line. Aircraft shall be considered handed over onceaccepting unit accepts the track. Transfer of communication shall be made once thetraffic is accepted by the adjacent controller.

3.6.3 Area Radar controllers shall co-ordinate with each other when an aircraft is operatingwithin 25NM of sector limits.




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3.7 RADAR CONTROL SERVICE:3.7.1 Radar control service shall be provided by Lahore Area Control Centres in Lahore FIR

within Class ³A´ ³B´ and ³C´ airspace in accordance with the directives contained inMATS-Pakistan.

3.7.2 Radar Advisory and Flight Information Service shall be provided by Lahore ACC to

aircraft outside of control airspace and within Radar coverage on ³as and when required´basis.

3.8 RADAR ALIGNMENT CHECKS:3.8.1 The Team Leader in the morning shift at 0500 UTC will carry out alignment check of

Radar system as per the following procedure (test transponder code depiction will beavailable on Team Leader SDD in coordination with Radar Technical Supervisor):

POSITION OF TEST TRANSPONDERS OF RADAR IN LAHORE F I R

RADARTRANSPONDER

CODE

DISTANCE / BEARING(B)W.R.T NORTH FROM ITS(LOCAL) RADAR HEAD

DISTANCE/ BEARING(B)W.R.T NORTH FROMCENTRE OF SCOPE

LAHORE A- 5555 48 NM / 09 R 199 NM / 66 R

ISLAMABAD A- 4444 45 NM / 191 R 150 NM / 40 R

LAKPASS A-7777 120 NM / 201 R 174 NM / 172 R

ROJHAN A-6666 65 NM / 105 R 297 NM / 240 R

3.9 ATS ROUTES3.9.1 All ATS routes falling outside controlled airspaces are upgraded to controlled airways

with an airspace classification ³A´. The Vertical limits are as follows:3.9.1.1 Lower Limit FL-1553.9.1.2 Upper Limit FL-410

3.9.2 Lahore ACC will be responsible for the provision of FIS and alerting service in Lahore FIRexcluding the controlled airspaces. Respective Area Control (Procedure) shall provide theaforesaid ATS in their respective areas according to sectorization.3.9.2.1 Operating Frequencies - HF3.9.2.2 Airspace Class - Class ³G´

3.10 TRANSFER OF CONTROL POINTS BETWEEN ACC SECTORS:

3.10.1 DESIGNATED TRANSFER OF CONTROL POINTS3.10.1.1 BETWEEN LAHORE ACC (E) & LAHORE ACC (W) ROUTE REPORTING POINT

J166 MULTANJ157 SARDA A466 JHANGJ129 SARPIJ131 BATAL

3.10.1.2 BETWEEN LAHORE ACC (E) & DELHI ACC ROUTE REPORTING POINT

A456 RABAN A466/L509 SAMARM875 GUGAL

3.10.1.3 BETWEEN LAHORE ACC & DUSHANBE ACC

ROUTE REPORTING POINTP500 PADDY3.10.1.4 BETWEEN LAHORE ACC (W) & KABUL ACC

ROUTE REPORTING POINT A453 KOTALM881/L509 LAJAK A466 SITAXN644 PAVLOL750 ROSIEG202 RIMPAG206 SABAR




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3.10.1.5 BETWEEN LAHORE ACC (E) & URUMQIROUTE POINT

G325/G206 PURPA3.10.1.6 BETWEEN LAHORE ACC (W) & KARACHI ACC (N)

ROUTE POINT

J133 PATLAG202 HILALJ139 RAFIAJ157 KUMMIJ158 KOMALJ163 MALETG201 BASIR

3.10.1.7 BETWEEN LAHORE ACC (E) & KARACHI ACC (N)ROUTE POINT

J112/G214/G201 MOLTAJ162 ZAMBU

3.10.1.8 BETWEEN LAHORE ACC (E) & ISLAMABAD (APP) AT OR BELOW FL250ROUTE POINT

J121 INDEK

J125 BABURJ122 SAKIBJ131 BATALJ157 BALKAJ129 TIPURJ124 RANJAJ134 MUMBAJ138 PAISA

3.10.1.9 BETWEEN LAHORE ACC (W) & CHERAT (APP)ROUTE POINT

P500 CHITRALG325/J163 HANGUJ139/J144 HANGUJ158 DANTY

J160 KALGAJ157, J161 BALKAJ TABAN

3.10.1.10 BETWEEN LAHORE ACC (E) & CHERAT (APP) ROUTE POINT

J131 BATAL

J121/J162/J221 INDEKG325 TIPUR/SARPIJ161 CADIZ

3.10.1.11 BETWEEN LAHORE ACC (E) & FAISALABAD APPROACH ROUTE POINT

J124 RANJAJ134 MUMBAJ138 PAISA

3.11 ATS PROCEDURESThe Air Traffic Service shall be provided in accordance with standard/procedures as laid down inManual of ATS (MATS), ICAO PANS RAC / ATS, ATM (DOC-4444) and AIP Pakistan. Lahore ACC¶s (East/West) are responsible for the provision of ATS based on SSR/PSR and proceduralcontrol outside the Radar coverage area in their respective areas of jurisdiction.

3.12 INTER UNIT COORDINATION:3.12.1 Coordination between ATS units shall be effected as follows:-

3.12.1.1 Coordination between ATS Units is one of the most important factors. All ATS units must ensure proper inter unit coordination on VCCS (VoiceCommnication and Control System) in standard format.




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3.12.1.2 When Radar and FDP are nonoperative estimate/Coordination messagesregarding transfer of responsibility for the provision of ATS to concernedflights shall be exchanged between concerned sectors at least 15 minutesprior to the flight estimates over designated transfer point.

3.12.1.3 If the flying time of any aircraft from place of departure to transfer point is

less than 15 minutes, prior coordination / level approval shall invariably beeffected before the departure.

3.12.1.4 When Radar and FDP are nonoperative revision of estimates in excess of three minutes shall be disseminated without delay to concerned sector/ATSUnit.

3.12.1.5 Level change shall only be approved after the prior coordination with theconcerned sector.

3.12.1.6 Information on aircraft operating to/from aerodromes located within 25NM of sector boundaries shall be timely co-ordinated with the ACC sectorsconcerned.

3.12.2 COORDINATION BETWEEN LAHORE TOWER & ACC / APPROACH: 3.12.2.1 When SSR and FDP is nonoperative, Ground Movement Controller shall co-

ordinate start up to get the ATC clearance with concerned Planner / AreaController. The respective Planner / Area Controller shall issue the start up

and ATC clearance (Route clearance, Flight level and SID) to GroundMovement Controller and inform Approach Controller as well.

3.12.2.2 The Planner / Area Controller while issuing ATC clearance may follow it upwith VIFNO (Void If not Time ).

3.12.2.3 In case of VFR flights or aircraft operating solely within the Terminal Control Area, Approach controller shall issue ATC clearance. Aerodrome Controller shall obtain the clearance for such departure from Approach Controller whenthe aircraft requests start up and coordinate for release when it approachesthe runway in use.

3.12.2.4 When SSR and FDP are non-operative, the Aerodrome Controller shallinform Approach Controller and concerned Planner / Area Controller aboutthe departure time, and hand over the subject departing Flight Progress Stripto FDA Tower.

3.12.2.5 When SSR, FDP are operative and FPL of the concerned aircraft is available

in the system, GMC, on behalf of the Planner / Area Controller, shall issuethe ATC Clearance to departing traffic from AIIAP and OPLH after coordinating flight level with concerned ACC. For test flight ATC clearanceshall be obtained from Planner / Area Contoller.

3.12.2.6 While coordinating release of the traffic with Approach, TWR controller shallpass relevant information of the aircraft including SID, assigned level and

restriction, if any.3.12.3 COORDINATION WITH LAHORE APPROACH:

3.12.3.1 When SSR and FDP are nonoperative coordination between Lahore ACC(East/West) and Lahore approach shall be effected in accordance with thestandard procedures laid down in MATS and DOC4444 / ATM.

3.12.3.2 When SSR and FDP are nonoperative and aircraft is not equipped with afunctioning transponder concerned Area Planner / Controller shall forwardthe progress (TMA estimate, ETA, cleared FL and EAC, if applicable) of an

aircraft to Approach Controller at least three minutes prior to transfer of control point.

3.12.3.3 COORDINATION BETWEEN LAHORE ACC (EAST) AND APPROACH 3.12.3.3.1 Coordination between Lahore ACC (East) and Approach shall be

effected in accordance with the laid down procedure as under: -3.12.3.3.1.1 The transfer of control will be affected by

transferring unit at least 05 minutes beforethe aircraft is expected to cross the 35NM

position giving the following details: -3.12.3.3.1.1.1 Aircraft Call Sign3.12.3.3.1.1.2 Assigned Level/Altitude




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3.12.3.3.1.1.3 Assigned SSR Code.3.12.3.3.1.1.4 Estimate 35 NM

position.3.12.3.4 DESCEND / CLIMB

3.12.3.4.1 In accordance with the sequence of arrivals, the ACC (East) will

approve descend to FL-150 for first aircraft; further will be givenin coordination with Lahore Approach.

3.12.3.4.2 Lahore Approach will clear the departing traffic upto FL 140further climb will be given in coordination with Area ControllersEast.

3.12.3.4.3 For departure, ACC (East) (Procedural Controller) shall pass ATC clearance to approach controller before departure of aircraft. ACC (East) would also co-ordinate with ACC (West) for flights proceeding to Kabul FIR via PAVLO, SITAX, LAJAK &RIMPA.

3.12.3.5 COORDINATION BETWEEN ACC (EAST) AND ACC (WEST) 3.12.3.5.1 Following are the designated Transfer of Control points between

ACC (East) and ACC (West);3.12.3.5.1.1 Multan

3.12.3.5.1.2 SARDA3.12.3.5.1.3 JHANG3.12.3.5.1.4 SARPI3.12.3.5.1.5 BATAL.

3.12.3.5.2 Estimate / coordination messages for transfer of responsibility for the provision of Air Traffic Services to concern flights should beexchanged between sectors at least 15 minutes prior to theflights estimate over designated Transfer of Control points.

3.12.3.5.3 If the flying time of any aircraft from place of departure to transfer point is less than 15 minutes, prior coordination/level approvalshall be obtained without delay.

3.12.3.5.4 Modification Messages / revision of estimates in excess of threeminutes shall be exchanged without delay.

3.12.3.5.5 Level change shall be approved after prior coordination has been

affected between ACC¶s.3.12.3.5.6 Estimates/Modification/Coordination/Acceptance messages shall

be exchanged in inter communication facility using standardformat and phraseology as specified in ICAO ATM-PANS RAC &MATS.

3.12.3.5.7 Information on aircraft operating from/to aerodromes located

within 25 NM of sectorization line shall be coordinated between ACC¶s.

3.12.4 COORDINATION BETWEEN AERODROME CONTROL TOWERS IN LAHORE FIRAND LAHORE AREA CONTROL SECTORS: Lahore ACC sectors shall affect coordination with Aerodrome Control Towers locatedwithin their area of responsibility and vice-versa as per standard procedure laid down inMATs Pakistan and Doc 4444/ATM.

3.12.5 COORDINATION BETWEEN LAHORE ACC AND ADJACENT AREA

CONTROL CENTRES / FLIGHT INFORMATION CENTRES:3.12.5.1 Lahore ACC Sector East shall affect coordination for transfer of responsibility

of aircraft for the provision of ATS with Urumqi / Delhi and Karachi ACC.Sector (East) shall co-ordinate with Delhi ACC as appropriate for departuresvia RABAN and SAMAR as soon as the aircraft requests start up clearance.Whenever SSR and FDP are nonoperative Lahore ACC sector East shalleffect coordination with ACC Sectors West and Cherat Approach.

3.12.5.2 Lahore ACC Sector East shall affect coordination for transfer of responsibility

of aircraft for the provision of ATS with Karachi, Delhi, Urumqi ACC andMultan Approach and Islamabad Approach Radar. Whenever SSR and FDP




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are nonoperative Lahore ACC sector East shall effect coordination with ACCSectors West & Cherat Approach.

3.12.5.3 Lahore ACC Sector West shall affect coordination for transfer of responsibility of aircraft for the provision of ATS with Kabul, Karachi ACC,Cherat and Islamabad Approach. Whenever SSR and FDP are nonoperative

Lahore ACC sector West shall effect coordination with ACC Sectors East andCherat Approach.

3.12.6 RADAR SEPARATION MINIMAThe following separation minima have been promulgated by NOTAM number A/0686/96for application within Lahore FIR in addition to those as given in ICAO ATM.3.12.6.1 5 NMS RADAR SEPARATION WITHIN THE TERMINAL APPROACH

RADAR COVERAGE THAT IS 98 NMS OF LAHORE TERMINAL APPROACH CO-LOCATED PRIMARY AND SECONDARY RADAR UPTO AHEIGHT AT FL-255.

3.12.6.2 15 NMS RADAR SEPARATION USING THE SSR POSITION SYMBOLS OFTRANSPONDER EQUIPPED AIRCRAFT WHILE AIRCRAFT ARE ONPARALLEL DIVERGING OR CONVEGING TRACKS WHETHER AT SAMELEVEL OR CLIMBING OR DESCENDING.

3.12.6.3 WHERE LATERAL SEPARATION IS NOT ESTABLISHED, VERTICAL

SEPARATION SHALL BE MAINTAINED BETWEEN TRANSPONDEREQUIPPED AIRCRAFT ON RECIPROCAL TRACKS OUTSIDE COVERAGEOF TERMINAL APPROACH RADARS FROM THE TIME THEIR SSRPOSITION SYMBOLS ARE 50 NMS APART BEFORE PASSING UNTILTHEY HAVE PASSED EACH OTHER AND ARE 5 NMS APART.

3.12.6.4 5 MINUTES LONGITUDINAL SEPARATION BETWEEN TRANSPONDEREQUIPPED ACFT ON SAME OR CROSSING TRACKS WHETHER ATSAME LEVEL, DESCENDING OR CLIMBING PROVIDED THAT THEIRPROGRESS IS CONTINUOUSLY MONITORED ON RADAR FORMINGTHE INTEGRAL PART OF THE ATC UNIT CONCERNED AND THEDISTANCE BETWEEN THOSE AIRCRAFT IS NEVER LESS THEN 30 NMS AS OBSERVED ON RADAR.

Note: To cater for the violation alarms in AIRCON2100 system 5NM separation will

be provided within TMA Lahore and 30 NM separation will be provided elsewhere.

3.12.7 RADAR HANDOVERRadar hand over shall be affected over the transfer of control points with Islamabad Approach, Karachi ACC, between Lahore ACC East / West as practicable and laid downin MATS Pakistan.

3.12.8 E.A.T. FOR SUCCESSIVE ARRIVALS

EAT for successive IFR Arrivals during Non ± Radar Approach Control Service will beestablished on the basis of seven minutes intervals

3.12.9 PROVISION OF NON ± RADAR APPROACH CONTROL

Whenever Radar is inoperative, the Approach Radar Controller shall provide Non Radar Approach Control Service.

3.13 DEVIATIONS FROM ROUTE NEAR INTERNATIONAL BORDERS:When a flight informs any ATS unit of its deviation from flight plan route to avoid bad weather

near the international boarder, the concerned Planner / Area Controller shall ensure that Delhi,Kabul and Urmqui ACC is informed about it including reasons for deviation of flight from theprescribed route. SOC shall also be kept informed.

3.14 AIR DEFENCE CLEARANCE FROM INDIA FOR PIA FLIGHTSFollowing procedure is to be followed for obtaining Air Defence Clearance Number from theconcerned Indian FIC for PIA flights operating through or across India.3.14.1 Immediately on receipt of flight plan, a plan message is to be originated by PFIO with

specific request for A.D.C number. The message is to be originated with ³DD´ priority.3.14.2 Planner / Area Controller (East) shall co-ordinate on DSC or ISD to obtain ADC number

at least one hour prior to the ETD of the flight.




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3.14.3 If ADC number is not received by 30minutes before ETD, concerned FIC shall again berequested on D.S.C/ISD.

3.14.4 A.D.C number shall be passed to Ground Movement Controller and PFIO by Planner / Area Controller, PFIO shall pass A.D.C number to PIA Operations immediately.

3.14.5 Ground Movement Controller shall pass the ADC number to aircraft while issuing start up

clearance.3.14.6 In case of delay in receiving of ADC number through concerned FIC / ACC, pilot shall be

informed accordingly. 3.14.7 A record is to be kept of:-

3.14.7.1 Time when flight plan message with ADC request was passed to Indiathrough AMHS or DSC/ISD.

3.14.7.2 Time when Air Defence Clarence received from India.3.14.7.3 Time when Air Defence Clarence relayed to PIA.3.14.7.4 Delay beyond ETD, if any.3.14.7.5 Remarks including reasons for delay etc.

3.15 ACTIVATION OF QUETTA FLYING AREAS 3.15.1 Quetta training flying areas have been established as per AIP Supplement S-03/99. The

operation timings are from dawn to dusk with the limits from ground to FL300. 3.15.2 Planner / Area Controller (West) shall co-ordinate for civil traffic operating on ATS routes

falling in these areas at least 15 minutes prior to entering in these areas. According to theSOP issued by HQCAA, following procedures to be followed:-

3.15.3 PAF Quetta (ATC) shall pass the information to Lahore ACC sector (West) on activationof any of the above areas at least 30 minutes prior to first departure proceeding to thearea concerned. Whenever any area is deactivated PAF Quetta (ATC) shall immediatelyinform Lahore ACC (West).

3.15.4 On receipt of the information on activation of any of the areas from PAF Quetta (ATC),Lahore ACC shall;3.15.4.1 Analyze traffic situation on the routes with respect to PAF local flying area. In

case any confliction is anticipated, the Planner /Area Controller West shallpass the estimates of the affected aircraft to Quetta ATC and advise them toeffect appropriate vertical separation between PAF aircraft and affectedenroute aircraft.

3.15.4.2 Enroute civil flights have the right of way through PAF training areas. Quetta

(PAF) ATC shall not alter the level of enroute civil traffic unless requested bythe pilot and approved by Planner / Area Controller West rather will changethe level of PAF local flying aircraft to ensure appropriate vertical separationbetween civil and PAF aircraft. However, level of aircraft arriving to land atQuetta may be alerted in coordination with the Lahore ACC (West) andsubject to the acceptance by the Pilot of the concerned flight to facilitatesequencing.

3.15.4.3 A nominal vertical of 1000 feet below FL-290 and 2000 feet at or above FL-

290 shall be ensured in case of non-RVSM aircraft by Quetta ATC betweencivil and PAF aircraft when civil aircraft are flying through PAF local flyingarea and flying in the area effecting the civil flights.

3.15.5 On the request of Quetta ATC Lahore Area Control (West) may change over the aircraftto Quetta ATC for position reporting and passing of estimates. Quetta ATC after receivingthe estimates of entry and exit points of enroute civil flights from concerned flight shall

changeover the aircraft back to Lahore Control without delay. 3.15.6 Quetta ATC shall also keep all military aircraft (proceeding to enter any flying area or

returning to Quetta from the area for landing) separate from all civil traffic.

3.16 RESPONSIBILITY:- 3.16.1 PAF shall be responsible for separation, safety of military traffic, as well as all civil traffic

transiting through PAF flying areas and arriving / departing to/ from Quetta Airport.3.16.2 PAF flying shall commence only when it is ensured by PAF Quetta (ATC) that the

information about activation of particular area has been relayed to Lahore ACC andsubject to adherence of restrictions imposed (if any).




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3.17 COORDINATION WITH SECTOR MISSION CONTROL CENTRE (SMCC) THROUGHFDA ³N´

3.17.1 The following procedure shall be followed for coordination with SMCC in respect of obtaining ADC number and for passing the information of aircraft movements in LahoreFIR.

3.17.1.1 DEPARTURES.3.17.1.1.1 On receipt of departure strip (computerized or manual) from

concerned ACC the FDA ³NOVEMBER´ shall immediately passthe FPL details to ³SOC´ assistant on direct line.

3.17.1.1.2 On receipt of ADC number of International Departures, FDAŃ´shall immediately pass the same to Ground MovementController.

3.17.1.1.3 The Ground Movement Controller shall ensure that noInternational flight is permitted to depart without ADC number.

3.17.1.2 ARRIVALS/ TRANSITS3.17.1.2.1 On receipt of estimate/ETA on International / Domestic Arrival

and Transit flights from concerned ACC in the form of strips(computerized or manual), the FDA N shall immediately pass theFPL details to SMCC on direct line.

3.17.1.2.2 FDAŃ´ shall pass this information to ³SMCC´ assistant on directline.

3.17.1.2.3 ³SMCC´ will pass the ADC number for Internationalarrival/Transit flights to FDA ³N´

3.17.1.2.4 FDAŃ´ will pass the ADC number to concerned Area ProcedureController.

3.17.1.2.5 The time of passing details to ³SMCC´ assistant shall be notedon register and on the concerned strip.

3.17.1.2.6 Planner / Area Controller shall ensure that information on allmovements are passed to ³SMCC´ as soon as it is received, &normally within 3 minutes of the receipt of the first information. Inthe event of receipt of a flight plan of an expected arrival, thisinformation shall be passed to ³SMCC´ as it may be possible thatdeparture message is delayed and there is no contact on R/T.

3.17.1.2.7 The time at which the information is passed to ³SMCC´ shall berecorded on the concerned strip of ARR / DEP / TRANSIT.

3.17.1.2.8 Whenever any unauthorised deviation of current flight plan isreported by ³SMCC´ the written explanation of the Pilot-in-Command shall be taken immediately after arrival at Lahore Airport.

3.17.1.2.9 In case of departing aircraft the written report regarding deviationas reported by ³SMCC´ shall be sent immediately to C.O.O.

3.17.1.2.10 In case of refusal by ³SMCC´ to accept flight plan information of departing flights from AIIAP Lahore or flight expected to arrive atLahore, a note to that effect should be made in the remarkscolumn of FDA ³N´ logbook and C.O.O/R.F.C. to be informed.Written report shall also be made.

3.17.1.2.11 It should be ensured that all air traffic movements planned as

well as actually taking place has been passed to the FDA ³Nássistant without delay by the quickest possible means i.e. onthe VCCS etc. The time of passing information to ³SMCC´ shallbe noted in the relevant register along with name and rank of receiving PAF official.

3.18 REPORTING OF ALLEGED VIOLATION OF PAKISTAN AIR SPACE BY FOREIGNAIRCRAFT ACC Lahore shall take appropriate actions regarding alleged violation of Pakistan airspace byforeign aircraft. Following shall be observed.




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3.18.1 OCCASION FOR REPORTING: All unauthorized flights by foreign aircraft / helicopter and movement of any unidentifiedaircraft over Pakistan territory / over fly Pakistan airspace will be reported. When foreignaircraft permitted to fly over Pakistan deviates from flight plan their flight will beconsidered unauthorized. Deviation will occur when aircraft fly: -

a) On dates, other than those permitted.b) Unreasonably long before or long after the schedule.c) In areas outside designated air corridor.d) In excess of the number of flights allowed.e) Or make unexpected departure from the given flight plan.

3.18.2 AGENCIES REPORTING AIR VIOLATION: The following agencies will report air violation: -a. Army )b. Air Force ) Formation and Unit.c. CAF )d. Frontier Constabulary and Civil Police.e. Land and sea customs.f. Local Civil Officials.

3.18.3 ACTION BY ACC (P) CONTROLLER

3.18.4.1 Verify from the flight plan / clearance message and other sources as to thenature of violation and collect all relevant details.

3.18.4.2 Co-ordinate with SOC and if required with adjacent ACC / ATS Units.

3.18.4.3 Inform COO.3.18.4.4 In case of ATC route or any of the above violation mentioned in Para 3.18.1,

originate a signal, in consultation with COO, to D. Ops, with info to GM ATS,SO to Dy. DGCAA and through HQCAA to Ministry of Defence.

3.19 PROCEDURE FOR ADC NUMBER FOR FLIGHT TO / FROM INDIA3.19.1 In order to ensure smooth flow of air traffic to and from India operating in Lahore FIR, the

following procedure shall be followed:-3.19.1.1 It is a requirement of India that all aircraft entering their territory shall obtain

prior Air Defence clearance from the concerned ACC.3.19.1.2 Other than Pakistani aircraft it shall be the responsibility of the pilot

themselves to obtain ADC from India. Their requests however shall be

immediately sent to Delhi ACC and pursued by Lahore ACC. The pilot or their representatives shall be informed of the progress.

3.19.2 PROCEDURE FOR PIAC FLIGHTS 3.19.2.1 The flight plan of PIAC flights to India shall be filed with Lahore PFIU at least

one hour in advance of the ETD.3.19.2.2 A plan message shall be originated on DD priority to Delhi ACC with specific

request for ADC.3.19.2.3 Subsequent efforts shall be made on all available channels especially on

inter Direct Speech circuit.3.19.2.4 ADC when received shall be immediately passed to PIAC operations and to

the pilot at the time of start-up clearance.3.19.2.5 A record is to be maintained of: -

a) Time ADC received.b) Time ADC passed to PIAC

c) Delay beyond ETD with reasons.NOTE: Whenever PIAC flight is delayed due to non-availability of ADC,

COO must be informed.

3.20 PROCEDURES FOR FLYING THROUGH P.A.F. LOCAL FLYING TRAINING AREASIN LAHORE F.I.R. & COORDINATION WITH PAF ATC UNITS

P.A.F. has demarcated their local flying training areas for their bases at Sargodha, Rafiqui,Mianwali, Chaklala and Risalpur etc.




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3.20.1 PROCEDURES FOR SAFE FLYING OF AIRCRAFT OTHER THAN PAF THROUGHTHESE FLYING AREAS:3.20.1.1 Proper co-ordination shall be affected by Lahore ACC with the PAF ATS

units concerned to ensure safe flying of civil aircraft through the PAF trainingareas.

3.20.1.2 Foreign aircraft except on designated ATS international routes shall not becleared to fly through the PAF flying areas unless permitted by the Air Headquarters or the Director General of Civil Aviation.

3.20.1.3 Pakistani aircraft other than P.I.A.C. scheduled flights on approved routesshall operate through these areas after prior permission is obtained from the ATS units concerned. PIAC scheduled flights shall operate on authorizedroutes through training areas. After filing a special request to Cherat Control,Rafiqui ATC and Sargodha ATC through Lahore ACC Procedural Controller.

3.20.2 PROCEDURES FOR FLIGHTS OTHER THAN PAF AIRCRAFT, WHILE FLYINGTHROUGH PAF LOCAL FLYING AREAS 3.20.2.1 Lahore ACC shall inform about the expected aircraft movements through

these areas well in advance to the PAF ATS units concerned. This shallinclude relevant flight plan details, time of departure, estimates. Flight leveland changes in current flight plan.

3.20.2.2 The information on such aircraft departing from Multan shall be passed to ATC Rafiqui by Multan tower.

3.20.2.3 The pilots shall contact PAF ATS units concerned before entering into therespective training areas and in case of non-contact shall co-ordinate throughLahore ACC. This shall be in addition to normal position report to Lahore

ACC.3.20.2.4 Any change affected by PAF units in current flight plan of civil aircraft while

operating in their training areas shall be positively coordinated with Lahore ACC.

3.20.2.5 Deviation of flights from their normal routes due to weather shall be passedto SOC well in time.

3.20.2.6 PAF ATS units concerned shall be responsible for separation of civil aircraftfrom PAF aircraft while flying through their training areas.

3.20.2.7 Close co-ordination shall be maintained with the concerned PAF ATS unit.

3.20.2.8 Co-ordination will be effected between Cherat Approach & concerned ATSunits for aircraft to from the airfields within Cherat control zone.

3.21 REPORTING OF INFORMATION3.21.1 REPORTING OF TECHNICAL PROBLEMS

DATCO / Duty Controller ACC (P) concerned is to obtain details on exact nature of technical defect, whenever a pilot makes such report and the same to be conveyed toairworthiness branch. In addition a report to be sent to HQCAA by telex and in OFPReport as well.

3.21.2 REPORTING OF INCIDENT / OCCURRENCE OR DIVERSIONS DUE TECHNICAL TOAIR WORTHINESSDATCO / Duty Controller ACC (P) concerned is to inform Controller Airworthiness / Airworthiness Surveyor regarding any incident / occurrence or diversion due to Technicalreason at Lahore Airport. Also information regarding any test flight must be passed to himas soon as flight plan on the same is received.

3.21.3 INFORMATION OF DIV/ OCCURRENCE / INCIDENT / ACCIDENT TO DTM / DFO(AFTER OFFICE HRS)Ground Movement Controller will pass the Information regarding

Diversion/incidents/accidents/occurrence to DMAS / DFO immediately. In case of non-availability of concerned officer CAA telephone exchange should be asked to trace andpass the message to the concerned officers. All those flights which require special handling e.g. VVIP, Hijack etc. are to be passed to APM directly by Team Leader ACC in consultation with COO AIIAP.




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3.21.4 CHANGE IN SCHEDULED OVER FLYING FLIGHTS3.21.4.1 Lahore ACC Team Leader has been authorized to approve following change

in respect of scheduled over flying flights for which the approval has alreadybeen given by HQCAA: -a. Change of routing.

b. Change of destination.c. Change of place of departure.

3.21.4.2 The airlines / operators will notify such changes directly to concern ACC atleast six hours before the departure. The request for such changes inclearance may be made by airlines / operators through FPL message. Theconcerned ACC (P) Controllers must, therefore, carefully study the FPL inorder to take the appropriate action and a consolidated telex is to beoriginated to GM AT mentioning the change in the flight plan of the concernedflight, after the flight has operated, COO shall be invariably informed of suchrequests.

3.21.4.3 The night ACC (P) Controller / Team Leader shall send a consolidated reportat 0001 UTC to Director Operations of such flights which operated during thelast 24 hours in the form of a signal.

3.22 OPERATION AT WALTON AERODROME

3.22.1 S.O.P FOR OPERATION OF FLIGHT SERVICES STATION AT WALTON3.22.1.1 INTRODUCTION

To facilitate operation from Walton Aerodrome, Flight service station has beenestablished under the operational control of SATO Walton Aerodrome, andadministrative control of APM Walton. Walton FSS will operate in accordancewith the Standard Operating Procedures issued by SATO Walton. However following coordination procedures will remain in force.

3.22.1.2 PROCEDURES TO BE FOLLOWED BY LAHORE AIRPORT3.22.1.2.1 Pass information to Walton well in advance on all arriving traffic

for Walton Aerodrome and advice aircraft to contact Walton FSSon 119.4 MHz before entering Walton circuit.

3.22.1.2.2 Since MET Office has not yet been established at Walton Aerodrome inform Walton Flight Service Station regardingaltimeter settings of Lahore Airport on receipt of METAR.

Weather Warnings/SIGMET information for Lahore FIR and anysignificant weather phenomena observed by Lahore Tower shallimmediately be passed to Walton F.S.S.

3.22.1.2.3 Inform Walton Flight Service Station in advance about any trafficlikely to over-fly Walton Airfield below 2500 Feet AMSL.

3.22.1.2.4 Inform Walton Flight Service Station to suspend all operations atWalton airfield whenever so required due traffic / Weather conditions or VVIP movement, at Lahore.

3.22.2 LAHORE FLYING CLUB OPERATIONS FROM WALTON AERODROME3.22.2.1 Lahore Flying Club operates at Walton Aerodrome which is situated west of

Lahore Airport and all flying in the circuit whether by glider or power drivenaircraft is confined to west of Runway i.e. ½ right hand circuit and ½ left handcircuit depending upon the runway in use at Walton.

3.22.2.2 To keep the aircraft operating in Walton circuit away from Lahore Airport, their

pilots are normally required to remain west of the railway line and under nocircumstances they are permitted to proceed beyond Walton Road.

3.22.2.3 Definite arrangements are made by the Chief Flying Instructor Lahore FlyingClub to brief all pilots with regards to recall signals so that whenever sorequired by CFI Lahore Flying Club or ATC Lahore, an aircraft in the circuit isrecalled to land without delay.

3.22.2.4 As Walton is an uncontrolled aerodrome, responsibil ity for separating traffic onand in the vicinity of that Aerodrome does not rest with the ATC Lahore. TheC.F.I. Lahore Flying Club therefore has been asked by the DGCAA. to makeappropriate arrangements with all pilots to strictly comply with the ³RULE OF




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THE AIR´ to prevent collision between aircraft and to instruct pilots to keep asharp lookout at all times so that they can take avoidance action well in time.

3.22.2.5 In view of the foregoing, and the operational difficulties being experienced byLahore Flying Club in connection with glider and power driven flyingoperations from Walton aerodrome, and to facilitate such flying commensurate

with flight safety of aircraft operating in Lahore Aerodrome Traffic Zone andLahore Control Zone, the following procedures have been established. Theseprocedures are to be implemented with immediate effect

3.22.3 PROCEDURE FOR CONTROL AND CONDUCT OF GLIDER OPERATIONS3.22.3.1 Glider Flying is to be conducted during day only.3.22.3.2 Glider flying is to be conducted at 500 feet AGL or below in the circuit west of

Walton runway and confined to doing ½ circuit of not more than ½ Mile fromthe runway.

3.22.3.3 In VMC, prior intimation is to be given by Lahore Flying Club to ATC Lahore.3.22.3.4 In IMC, Glider flying shall not be commenced without prior clearance from ATC

Lahore.3.22.3.5 Glider operations are to be terminated 30 minutes before the end of civil

evening twilight.3.22.3.6 Glider flying need not be suspended when arriving aircraft are doing visual

approaches at Lahore Airport on runway 36 or runway 18. Arriving aircraft arenot to be cleared below 2500 feet AMSL, when on down wind leg west of Lahore Airport and not below 1500 feet AMSL till they are on final.

3.22.3.7 Soaring and Glider Towing by aircraft will not be conducted without prior blocktime clearance from ATC Lahore.

3.22.3.8 Glider flying is to be suspended 10 minutes before the ETA of the arrivingaircraft. When an aircraft is conducting instrument approach at Lahore airportand on completion of this approach, followed by a bad weather circuit for runway 18.

3.22.3.9 Glider flying need not be suspended for instrument approaches on Runway36.

3.22.3.10 Glider Flying need not be suspended for departure from Lahore Airport unlesswhen the DATCO considers it unsafe, or when there is likelihood of conflictbetween such traffic and glider operations.

3.22.3.11 Glider operations will not be suspended in cases of departure from/arrival atWalton as Walton is an uncontrolled aerodrome and responsibilities for separating traffic on and in the vicinity of that aerodrome does not rest with the ATC Lahore. In such cases only traffic information about Glider Operations isto be given to arriving/departing traffic to/from Walton.

3.22.3.12 Whenever runway 36 is in use, departing aircraft from Lahore Airport

proceeding towards South/Southwest are to be instructed prior to take off toarrange climb so as to cross Walton airfield above 2500 AMSL.

3.22.3.13 The DATCO Lahore may suspend Glider flying at Walton due to aircraft inemergencies, unforeseen conflicting traffic or any other reason deemednecessary in the interest of flight safety.

3.22.4 PROCEDURE FOR CONTROL AND CONDUCT OF FLYING OPERATIONS ATWALTON3.22.4.1 FLYING OPERATIONS IN WALTON CIRCUIT

3.22.4.1.1 All aircraft operating in Walton circuit shall follow a ½ circuit westof Walton Runway within a radius of one mile at 800 feet AGL or below. (Attitude 800¶ + 700¶)

3.22.4.1.2 Aircraft operations in the circuit may be conducted on block timebasis with prior clearance from Lahore Tower.

3.22.4.1.3 All aircraft operating in Walton Circuit shall maintain a listeningwatch on R/T on the appropriate frequencies, and shall give aroutine call to Lahore Tower every 15 minutes.

3.22.4.1.4 In case Runway 18L / R is to be in use, flying in Walton circuit issubject to clearance from Lahore Approach Control.




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3.22.4.1.5 In IMC when instrument approaches are conducted at Lahore Airport, flying in Walton circuit is subject to permission by Approach Controller AIIAP Lahore and no aircraft is to departfrom Walton without prior clearance from Lahore Approach.Necessary clearance for such an operation shall be obtained by

Lahore Flying Club on Telephone prior to departure and suchaircraft will then comply with restrictions contained in theclearance. Depending upon the density of the other air traffic,Club aircraft may be delayed.

3.22.4.1.6 When instrument approaches are not in progress at Lahore Airport and there is no likelihood of conflict with other traffic, cluboperations in Walton circuit may be permitted even if visibility isless than 5 miles but not less than 3 miles on the responsibility of Chief Flying instructor Lahore Flying Club Determination of Visibility conditions at Walton Aerodrome shall be theresponsibility of the C.F.I. Lahore Flying Club.

3.22.4.1.7 In VMC when ILS approaches are in progress at Lahore Airportfor Runway 36, operations at Walton will not be suspendedprovided the IFR Flight is cleared to intercept Glide Slope at

2500 feet AMSL or above and descend below 2500 after established on the glide slope.

3.22.4.1.8 In VMC whenever aircraft conducting instrument approaches atLahore Airport are required on completion of such an instrumentapproach to do a bad weather circuit. Traffic operating in Waltoncircuit should be asked to clear Walton circuit, either land or proceed to the training area after obtaining clearance fromLahore Approach.

3.22.4.1.9 In VMC when NDB approaches are in progress at Lahore Airport, flying in Walton circuit is subject to permission by Approach Controller.

3.22.4.1.10 Aircraft arriving at Lahore Airport will not be cleared to descendbelow 2500 feet AMSL until the DATCO has the aircraft in sightand he/she is satisfied that the arriving aircraft is clear of Walton

Traffic circuit and there is no likelihood of conflict with flying clubaircraft.

3.22.4.1.11 Aircraft departing from Lahore Airport using runway 36 andproceeding towards South/Southwest shall be asked prior todeparture to arrange climb so as to cross Walton Aerodromeabove 2500 feet AMSL.

3.22.5 FLYING OPERATIONS TO / FROM FLYING CLUB TRAINING AREATwo flying club training area A & B have been established. All Operations in the FlyingClub Training Area will be subject to prior clearance from Lahore Approach.3.22.5.1 In VMC, clearance from Lahore Approach is to be obtained by Lahore Flying

Club either by submitting a flight plan on telephone prior to departure or onR/T prior to leaving circuit and normal two way R/T communication will bemaintained. However when clearance cannot be obtained on telephone theaircraft from Walton may take off and remaining in the circuit at 500 feet AGL

or below obtain clearance on R/T. If no contact can be established withLahore Tower or approach on R/T, the aircraft is to return and land Waltonwith in 3½ minutes of its take off time.

3.22.5.2 In IMC no aircraft is to depart from Walton without prior clearance from LahoreTower. Necessary clearance for such an operation shall be obtained byLahore Flying Club on Telephone prior to departure and such aircraft will thencomply with restrictions contained in the clearance. Depending upon thedensity of the other traffic, Club aircraft may be delayed.

3.22.5.3 With regards to return from training area to Walton circuit clearance is to beobtained from Approach prior to leaving training area. In case of R/T failurewhen such clearance cannot be obtained prior to leaving Flying Club Training




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Area, the aircraft concerned is to return to Walton at 800 feet AGL. In suchcases the pilot in command on landing at Walton is to immediately informLahore Tower on Telephone about his/her safe return to Walton along with thelanding time.

3.22.6 OTHER OPERATIONS

3.22.6.1 Proper Flight plan would be filed at Lahore with respect to those flights whichare to proceed from Walton for cross country or other airports. However for emergency flights conducted for the purpose of ³Search and Rescue´ or ³Mercy Mission´ flight plan may be accepted on telephone at the time, to befollowed by written flight plan.

3.22.6.2 In order to maintain a record of periods when clearance is with-held or flyingclub operations suspended, the DATCOS are to make appropriate entries onthe left hand page of the DATCO¶s JOURNAL, giving justification for suchaction.

3.22.6.3 The DATCOS are to check the serviceability of the direct telephone betweenWalton and Lahore Tower daily in the morning and to initiate steps withappropriate authorities to ensure that the said telephone is kept serviceable.

3.23 RESCUE COORDINATION CENTRELahore ACCs will act a Rescue Coordination Centre ACC (East) and (West) shall be responsible

for provision of Search and Rescue in their respective areas of jurisdiction.3.23.1 SAR FACILITY

3.23.1.1 In order to keep SAR abreast with rapid development the COSPAS/SARSATsystem of Satellite aided search and rescue has been developed. In PakistanSUPARCO has commissioned this system at Space Applications andResearch Centre (SPARC) Lahore. The installation of this system in Pakistanenables SUPARCO to locate aircraft, ships and land mobiles in distress andforward the position data to designated mission control centre (MCC). Thecoverage of Pakistan¶s Satellite aided SAR facilities extend to the regionsfalling within a diameter of 5000 kilometers around its Mission Control Centre(MCC).

3.23.1.2 SUPARCO Mission Control Centre (MCC) has the facility for computer generated automatic Telex facility for spontaneously dissemination of Alerttelex to the concerned agency listed in the computer. Proper format of the

telex with addresses as well as priority (SS priority for distress communication)has been given to SUPARCO for spontaneous relay of information to RescueCo-ordination Centre at Karachi. However for the purpose of Search andRescue Satellite aided Tracking (SARSAT) and establishment of MCC atLahore the Rescue Co-ordination Centre Lahore has been designated asSearch and Rescue Point of Contact (SPOC). It will be the responsibility of Lahore SPOC to receive information from ACC Karachi (SUPARCO Karachi)and disseminate this information to RCCs and other agencies for search and

rescue purpose in Pakistan and adjacent FIRs.3.23.1.3 Karachi ACC upon detection of emergency signal will convey to Lahore

ACC/RCC in the following format:-i). Location : Latitude________ Longitude________ ii). Frequency of emergency TX-121.5 or 243 MHZiii). Number of passes and detections.

Lahore RCC will disseminate this information to all concerned unitsimmediately and take actions on emergence locations in Lahore FIR.

3.23.2 ALERT SIGNALS3.23.2.1 ACC Karachi upon detection of Alert signals for Lahore FIR and surrounding,

will intimate Lahore ACC who will originate the Alert messages to theconcerned FIR/Airport/Unit.

3.23.2.2 Whenever Alert messages received through Karachi ACC, the ACC ProcedureController Lahore will furnish the following information in telex as:a) Time of receipt of Signal by them.a) Latitude and Longitude.

b) Frequency on which signal received.




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d) Location if possible with respect to a nearest prominent city andcountry.

e) Number of passes.f) Number of detections.

3.23.2.3 The above information is to be passed to the concerned stations by correctly

addressing the signal.3.24 OCCURRENCE (BIRD HIT)

3.24.1 When information regarding bird hit to an aircraft is reported on R/T, Ground MovementController will pass this information to the Duty Manager Airside and the Team Leader ACC.

3.24.2 In case the bird hit report is received on the bird strike Proforma in PFIU, it shall be sentto the Duty Manager airside and photocopy of the same is to be sent to COO¶s Office andTeam Leader ACC to be intimated.

3.24.3 ACC (P) shall initiate bird hit telex for HQCAA in consultation with duty manager airsidefor reports which are received on R/T and when aircraft is in air. Following shall beinformed:3.24.3.1 D. Ops. HQCAA, Karachi

3.24.3.2 President S.I.B HQCAA, Karachi.3.24.3.3 GM ATS, HQCAA.

3.24.3.4 APM, AIIAP, Lahore3.24.3.5 Senior Airworthiness Surveyor, HQCAA Karachi3.24.3.6 SO to DGCAA HQCAA3.24.3.7 Airworthiness Surveyor, AIIAP, Lahore3.24.3.8 GIVING THE FOLLOWING DETAILS: -

3.24.3.8.1 Detail of flight.3.24.3.8.2 Runway used.3.24.3.8.3 The aircraft position in relation to the point where the bird hit took

place.3.24.3.8.4 The part of aircraft where the bird hit occurred.3.24.3.8.5 The extent of damage to the aircraft.3.24.3.8.6 Precautionary measures already taken.

3.24.4 THE FORMAT OF THE TELEX WILL BE: - OCCURRENCE (BIRD HIT)

PIA-385 B737 REG./APBCF OPRN ± OPLA LANDED AT 0335 UTC ON RUNWAY 36R(.) AT 0336 UTC PILOT REPORTED BIRD HIT WHILE ON LANDING ROLL ON THELEFT WING (.) SIX BIRD SHOOTERS WEREDEPLOYED ON THE RUNWAY AND CAUTION FOR BIRD ACTIVITY GIVEN (.)RUNWAY INSPECTION CARRIED OUT AND ONE DEAD KITE WAS FOUND (.) NODAMAGE TO THE AIRCRAFT WAS REPORTED (.)

3.24.5 In case bird hit report is filed on ground then Duty Manager Airside shall originate thetelex as per his SOP.

3.25 RVSM3.25.1 RVSM POLICY

(Source Document AIRAC AIP Supplement S-32/2003 Dated: 16th

Oct, 2003) TheInternational Civil Aviation Organization (ICAO) in its third Asia/Pacific RegionalNavigation meeting recommended that Reduced Vertical Separation Minimum (RVSM)should be introduced in the Pacific Region w.e.f. 27

thNovember 2003.

3.25.2 IDENTIFICATION OF RVSM AIRSPACE RVSM airspace prescribed within the Lahore FIR is controlled airspace between FL290 &FL410 (inclusive). All even levels are Westbound & all odd levels are Eastbound inRVSM. Non-RVSM equipped A/C will not fly in RVSM airspace except state approvedaircraft with requirements of non-RVSM Airspace.

3.25.3 ACAS II & TRANSPONDER EQUIPAGE The ICAO Asia-Pacific RVSM implementation Task Force recommends that those aircraftequipped with ACAS & operated in RVSM airspace be equipped with ACAS ± II (TCAS ±II systems with version 7.0 incorporated to meet ICAO ACAS ± II standards).




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3.25.4 STATUS OF REQUIRED EQUIPMENT 3.25.4.1 Before entering RVSM airspace, the pilot should review the status of required

equipment. The following equipment should be operating normally:(a) Two primary altimetry system;(b) One automatic altitude ± keeping device; and

(c) One altitude-alerting device;(d) One altitude operating transponder.

3.25.5 IN-FLIGHT PROCEDURES WITHIN RVSM AIRSPACE: 3.25.5.1 The pilot must notify ATC whenever the aircraft.

(a) Is no longer RVSM compliant due to equipment failure; or (b) Experiences loss of redundancy of altimetry system; or (c) Encounters turbulence that affects the capability to maintain

flight level.3.25.5.2 TRANSITION BETWEEN FLIGHT LEVELS

(Source Document; 91- RVSM / TGL # 6) During cleared transition betweenlevels, the aircraft should not overshoot or undershoot the assigned flight levelby more than 150 ft. (45 m).

3.25.5.3 PILOT LEVEL CALL: Except in RADAR environment, pilots shall reportreaching any altitude assigned within RVSM airspace.

3.25.6 WEATHER DEVIATION PROCEDURE IN LAHORE FIR Pl. see AIRAC S-32 / 2003 Dated. 16-10-03

3.25.7 TRANSITION AREAS Transition area & procedures for transition from RVSM to Non-RVSM airspace withinLahore FIR are as under:ATS ROUTE Transition Segment Adjacent FIR L 750 ZHOB (ZB) ± ROSIE KABULN 644 D.I. KHAN (D.I) ± PAVLO KABUL A 466 D.I. KHAN (D.I) ± SITAX KABULM 881 D.I. KHAN (D.I) ± LAJAK KABULL509 HANGU ± LAJAK KABULP500 CHITRAL (CH) ± PADDY DUSHANMBE

3.25.8 SEPARATION STANDARDS 3.25.8.1 Longitudinal separation between two successive aircraft entering Lahore FIR

from Delhi or Karachi having destination to an aerodrome outside Pakistan onfollowing levels shall be 10 minutes or more:(a) FL-300 and FL-320 (both levels shall be considered as one level

for separation purpose).(b) FL-340 and FL-360 (-----do--------)(c) FL-380 and FL-400 (-----do--------)

3.25.8.2 This is to accommodate aircraft proceeding to Non-RVSM airspace where lesslevels are available.

3.25.9 FLIGHT PLANNING REQUIREMENT 3.25.9.1 The letter ³W´ shall be inserted in item 10 (Equipment) of the ICAO standard

flight plan to indicate that both the aircraft & operator are RVSM approved.3.25.9.2 All operators of non-RVSM approved aircraft with operational service ceiling

corresponding to FL280 or above, regardless of the requested flight levels(RFL) shall insert the phrase ³STS/NON-RVSM´ in items 18 of the ICAO

standard flight plan.3.25.10 FLIGHT LEVEL ALLOCATION SCHEME

3.25.10.1 FL-310, 350 and 390 are all Eastbound levels in RVSM airspace. However,their use shall be discontinued as Eastbound level in Transition Airspacebecause they will be used as Westbound level in the Non RVSM airspace.

3.25.10.2 Aircraft in bound on P-500 via Paddy maintaining Eastbound level FL-290, FL-330 and FL-370 shall continue to maintain RVSM levels.

3.25.10.3 Aircraft outbound on P-500 via PADDY shall change to Non-RVSM level FL-

280, 310, 350, 390 between Chitral and PADDY.3.25.11 PROHIBITED, DANGER AND RESTRICTED AREAS

Prohibited, Danger and Restricted Area are considered as Non-RVSM Airspace.




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3.25.12 EFFECT OF TURBULENCE ON RVSM 3.25.12.1 Met condition such as shear waves, thunderstorm, orographic or mountain

waves can have a significant impact on ability of an aircraft to maintain RVSMlevel. To face such situations following actions will be initiated:(a) MET office will be asked to arrange special forecasts of routes.

(b) NOTAM will be issued of affected areas by ATC.(c) Temporarily suspension of RVSM in the affected areas.

3.25.13 PROCEDURES FOR OPERATION OF NON-RVSM3.25.13.1 COMPLIANT AIRCRAFT IN RVSM AIRSPACE:

3.25.13.1.1 Flight Priority It should be noted that RVSM approved A/C will be given priorityfor level allocation over non-RVSM approved A/C.

3.25.13.1.2 Vertical Separation AppliedThe vertical separation minimum between non-RVSM A/Coperating in the RVSM stratum & all other A/C is 2000ft.

3.25.13.1.3 Continuous Climb/Descent of Non-Compliant Aircraftthrough RVSM Airspace

Non-RVSM compliant A/C may be cleared to climb to & operateabove FL410 or descend to and operate below FL290 providedthat they;i) Do not climb or descend at less than the

normal rate for the A/C; andii) Do not level off at an intermediate level

while passing through the RVSM stratum.3.25.13.1.4 Special co-ordination procedures for cruise operation of

Non-RVSM Complaint A/C in RVSM airspace

Non-RVSM compliant A/C may not file flight plan for levelsbetween FL290 & FL410 inclusive within RVSM airspace, exceptfor the following situation: -(i) The aircraft was RVSM approved but has

experienced equipment failure & is beingflown to a maintenance facility for repair inorder to meet RVSM requirements and toobtain approval from the competentauthority.

(ii) The A/C is transporting a space enginemounted under the wing; or

(iii) The A/C is being utilized for mercy or humanitarian purpose; or

iv) State A/C (Those A/C used in military,custom & police services shall be deemedstate aircraft).

3.26 INFORMATION OF NON-SCHEDULED AIRCRAFT TO IMMIGRATION3.26.1 The information on all international non- scheduled flights operating to / from Lahore

airport shall be passed to immigration staff, by ACC (P) controllers / PFIOS well in

advance on telephone as well as in writing giving following details:a. Flight number.b. Type of aircraft.c. Operator¶s Name.d. ETA and place of departure/ETD and destination.e. Nature of flight (Cargo, Passenger etc).

3.27 MACH NUMBER TECHNIQUE3.27.1 Ten minutes longitudinal separation between TURBO JET aircraft using Mach Number

Technique has been approved by ICAO Council. minimum longitudinal separationbetween TURBO JET aircraft:3.27.1.1 Operating within Bombay, Calcutta, Delhi, Karachi, Lahore Madras, Muscat,

Naha, Tehran, Tokyo and Rangoon FIR¶s and




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3.27.1.2 Using Inertial Navigation Systems (INS) 06 VLT ± OMEGA, on controlledroutes within Bangkok, Hong Kong, Manila and Singapore FIRs; and

3.27.1.3 On controlled route segments between Australia, Indonesia, New Zealand andSingapore: Shall be

3.27.1.4 10 minutes, or 80 NM derived by RNAV when the Mach Number Technique is

applied and whether in level, climbing or descending flight, provided that: -3.27.1.4.1 The aircraft concerned have reported over a common point and

follow the same track or continuously diverging tracks until someother form of separation is provided: or

3.27.1.4.2 If the aircraft have not reported over a common point but it ispossible to ensure, by radar or other means approved by thestate, that the appropriate time interval will exist at the commonpoint from which they either follow the same track or continuously diverging tracks.

3.27.2 The procedures for application of Mach Number Technique is given in MATS of PakistanChapter-10 Para-1, and will be applicable with immediate effect in Lahore FIR.

3.28 CORRECT INFORMATION TO PFIU & SSR CODES IN ESTIMATE MESSAGES 3.28.1 Tower FDA will pass all arrivals / departures / local movements (Touch & Go Timings) to

PFIU. Both Units will maintain CA-17 (Aircraft Movement Register) simultaneously and

accurately. ATS Messages i.e. Departure / Arrival DLA ± CNL ± CHG will be originatedby PFIU promptly.

3.28.2 SSR Code shall be included in the ATS messages as prescribed in ATM.3.28.3 All area Radar/Procedures Controllers are advised to invariably include SSR Code

allotted or proposed to be allotted to a flight, in estimate messages.

3.29 CONTINGENCY ROUTING FOR ARMY AVIATION AIRCRAFT3.29.1 The Army Aviation requires that there should be a minimum radio communication with Air

Traffic Control for the obvious reason. In order to accomplish the desired objective, it wasagreed that: -a) FPL shall be submitted well before start up.b) Pilot of aircraft will ensure that Aerodrome Control is in possession of FPL at

the time of start up.c) Aircraft will follow contingency routing on Arrival and Departure.d) Clearance by ATC shall be granted as ³CLEARED VIA STANDARD

ROUTING´3.29.1.1 CONTINGENCY ROUTING

3.29.1.1.1 FOR SOUTHBOUND TRAFFIC Rwy 36R/L departure/arrival. Left turn-Fortress Stadium ± Sagian Bridge (SB)-Kahna Kacha- along Railway Track toRaiwind and vice versa.

3.29.1.1.2 FOR NORTHBOUND TRAFFIC After Sagian Bridge (SB)- Ravi Bridge andthen along the road to Control ZoneBoundary and vice versa.i. In case of Rwy 18R/L, right turn after

departure- Fortress Stadium thereafter Contingency Routing.

ii. Aircraft will climb to maintain 2000ft AMSL until Out of Control Zone or further advised by Air Traffic Control.

iii. Aircraft will avoid Walton while followingContingency Routing.

3.30 PERMISSION FOR LEAFLET DROPPING (BY AIR)3.30.1 As Aircraft Rules1937 had been repealed and replaced by CA Rules 1978, so Rule 26 of

Aircraft Rules 1937 regarding permission from District Administration for leaflet Dropping(By Air) is also no more valid.

3.30.2 As, Rule 122 of CAA Rules 1994 do not require permission for dropping any article or substance (without specifying any object), so henceforth permission for leaflet dropping




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from District Administration, is no more required for ATC Clearance of any Aircraftengaged for such operation. However to ensure safety of person & Property on earth, astatement, as under, is to be endorsed on the FPL before clearance: -³FPL is cleared for operation of aircraft as per flight Rules. The operator is required toensure compliance of Rules as per law of land and for other purpose which do not fall in

the provision specially regarding the contents of leaflet.´3.31 ENTRY OF NON-SCHEDULE CLEARANCE

3.31.1 Scheduling office has been established under the supervision of Scheduling Officer. He isresponsible for scheduled and non scheduled flights operating in Lahore FIR.

3.31.2 Non-scheduled clearances details received during the tenure of duty shall be entered byscheduling office and after duty hours by the ACC Procedure West Controller in therespective registers. Team Leaders shall enter the following details in their logbooks:a. No. of Non Schedule Clearance Received = ________________ b. No. of Non Schedule Clearance Entered = ________________ c. No. of Remaining Clearances left in pending folder

3.31.3 Scheduling Officer will cross check and ensure that all clearances are entered in therespective diary and the respective page of the date wise register.

3.32 S.O.P FOR BAD WEATHER3.32.1 INTRODUCTION

The following guidance is laid down for instituting necessary preventive measures in theevent of weather phenomena like dust/thunderstorm natural climate caused by cloudburst, cyclone etc that is likely to endanger flight safety and cause damage to technicaland domestic facilities at the Airport.

3.32.2 PRE-STORM ACTION (PREVENTIVE) 3.32.2.1 DUTY AERODROME CONTROLLER on observing weather deterioration or

on receiving weather warning shall take following action promptly: -3.32.2.1.1 Inform all local Airlines representative to arrange picketing for

aircraft, which are parked on the Apron/ Dispersal area.3.32.2.1.2 Inform PAF Army Aviation governor fleet, Walton ATC, PIA

engineering, PIA Operation, SAPS, Gerry Danata and any other casual operator who¶s Aircraft is parked on the Apron/Dispersalarea. Particulars of the individuals receiving the message andtime of passing message shall be recorded in the DATCO¶s

logbook.3.32.2.1.3 Inform the followings.

3.32.2.1.3.1 Chief Operation Officer 3.32.2.1.3.2 Radar Facility Chief 3.32.2.1.3.3 Duty Manager Airside3.32.2.1.3.4 Duty Facilitation Officer 3.32.2.1.3.5 Team Leader

3.32.2.1.4 Pass weather warning to all aircraft in contact.3.32.2.1.5 Include weather warning/observation in ATIS.3.32.2.1.6 Keep a good look around for any further deterioration of weather

and take appropriate action accordingly.3.32.2.1.7 Keep close liaison with the Duty forecasting officer (MET Office)

and keep him informed about the weather development.3.32.2.1.8 Take any other action considered appropriate.

3.32.2.2 ACTION BY AREA/APPROACH CONTROLLER Inform all the arriving/departing aircraft and alert all the inbound traffic toLahore Airport. Alert Army/General Aviation aircraft flying in respectivetraining areas.

3.32.2.3 ACTION BY AREA CONTROLLER PROCEDURE3.32.2.3.1 Inform area control centre, approach control office, adjacent

FIRs and aerodrome from where flights are expected, through AMHS/ATS speech circuit/telephone.

3.32.2.3.2 Inform arriving aircraft by issuing CQ messages on allaeronautical mobile service channels.




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3.32.2.3.3 Take weather of alternate airports where flight may divert andcoordinate parking facilities for such flights.

3.32.3 DURING RAIN/STORM3.32.3.1 ACTION BY DUTY GROUND CONTROLLER: -

Keep Approach/ACC abreast about latest prevailing weather conditions. If the

storm persists or likely to persist, find out the future trend from Met forecastingcentre and obtain the runway visibility, ceiling and runway friction from thelanding aircraft and advise other aircraft accordingly.

3.32.4 POST STORM3.32.4.2 Action by Area/Approach Controller (Radar)

Inform arriving aircraft about runway condition.3.32.4.3 Action by Area Controller (Procedure)

3.32.4.3.1 Withdraw CQ.3.32.4.3.2 Inform alternate aerodrome accordingly.3.32.4.3.3 Inform adjacent ACC¶s/Approach and Area control regarding

weather and runway condition.3.32.5 IN CASE OF AIRCRAFT DIVERSION DUE WEATHER

3.17.5.1 ATS officers are instructed to write down addresses of the telex in the order of priority based on seniority of the post in the following manner: -

- Director¶s or Equivalent- G.M¶s or Equivalent- SO to DGCAA- SO to DDGCAA

3.33 ACTIVATION OF TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) In the event if, TCAS activation (RA/TA) is reported by an aircraft to any ATS unit it shouldinvariably be recorded in the log books and the same be intimated to COO/RFC for onwardsubmission of the report alongwith comments to HQCAA.Day to day development in the aviation field has increased the responsibilities of ATCO withrespect to initiating action required to enhance flight safety. It is considered appropriate that fulltraffic information be passed to aircraft whenever requested so as to avoid un-necessarymaneuvers pursuant to TCAS advisories.

3.34 PROCEDURE FOR HANDLING OF VVIP MOVEMENT AT AIIAP LAHOREOn account of special status of VVIP flights, extra care and vigilance is required to be exercised

in handling of these flights both in the air and on ground. These flights may be handled at statelounge No. I (old terminal) and state lounge No. 2 (new terminal) subject to the requirement of protocol office. The following arrangements shall be made for VVIP movement at AIIAP, Lahore.3.34.1 HANDLING OF VVIP FLIGHT

3.34.1.1 The flight shall be handled in accordance with the instructions contained in AIPPakistan ENR 1.1.3 i.e. special Air Traffic Services Procedures for VVIPFlights (Air Traffic Restrictions) CAAO No. 6-2 dated 18-12-87 regardinghandling of VVIP / VIP flights and other instructions issued on the subject fromtime to time.

3.34.1.2 No VFR operation will be allowed during the period VVIP flight is expected tooperate within Lahore Control Zone (CTR).

3.34.1.3 AIIAP Lahore will be closed for all operations for the period specified in AIPPakistan ENR 1.1.3 during arrival / departure of the VVIP aircraft or any other period specified by the COO. These timing are subject to revision. The exact

time of closure of airfield will be notified through NOTAM by Airport Manager Lahore through COO Lahore.

3.34.1.4 Runways, Taxiways and Apron shall be inspected at least 30 minutes prior toarrival / departure of the VVIP flight by Manager Airside, Lahore Airport.

3.34.1.5 COO, shall ensure that all the control positions in ATS units are manned byqualified ATS officers and the progress of VVIP flight is closely monitored.

3.34.1.6 COO, CTO, CFRO, GM E/M are required to be present in their offices duringthe VVIP movement.




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3.34.2 PARKING 3.34.2.1 OLD TERMINAL

In case of ceremonial arrival or wide bodied aircraft, VVIP aircraft will beparked on the VIP bay facing Terminal Building, Parking stand No. 26 to 29shall be kept vacant on the date and time of the arrival / departure of VVIP

movement. In case of smaller aircraft, parking will be done in consultation withPAF Base close coordination in this regard will be effected by Manager Airside with PAF Base and GMC, Protocol and other relevant authorities. TheB-747 or equivalent type of aircraft will be parked on jet apron, stand No. 21.

3.34.2.2 NEW TERMINALThe VVIP aircraft will be parked on stand No. 6 whereas stand No. 5 & 7 willbe kept vacant. In case aircraft is required to be parked on remote stands,parking will be done in consultation with Deputy Airport Manager /COO / MAS.

3.34.3 NOISE-ABATEMENT 3.34.3.1 Engine run-up at the airport will not be allowed during the arrival/departure of

the VVIP flight. The Duty Ground Movement Controller shall coordinate withM/S PIAC and other operators accordingly.

3.34.3.2 Training flights if any shall be instructed 15 minutes before the Arrival /departure of the VVIP flight to hold outside control zone. No practice over-

shoot, missed approach, touch and go landing during the VVIP at the airportwill be permitted.

3.34.3.3 Movement of the ground handling equipment vehicles shall be kept to thebearest minimum. Manager Airside/Duty Manager Airside shall liaise with Airlines / G.H.A¶s and Airport functionaries in this regard.

3.34.4 POSITIONING OF FIRE TENDERS (CRASH VEHICLES) & AMBULANCES3.34.4.1 CFRO and MTO are to ensure that all available Fire tenders, RIV,

Ambulances are in serviceable conditions and kept in complete readiness tomeet any emergency.

3.34.4.2 CFRO shall ensure that Fire and First Aid Crew are in their respectivepositions of duty and remain absolutely vigilant and alert.

3.34.4.3 CFRO shall arrange a neatly dressed marshaller to be present at the VVIPbay, 15 minutes prior to the arrival of VVIP flight. Coordination for parking beaffected with COO / Control Tower / Manager Airside.

3.34.4.4 CFRO will ensure the availabil ity and serviceability of FOLLOW-ME VANrequired to escort the VVIP aircraft.

3.34.5 SECURITY ARRANGEMENTS3.34.5.1 The overall responsibility for security of VVIP is that of Provincial Police

(Special Branch).3.34.5.2 Police security staff deployed on the side of runway/taxiways shall be fully

briefed by Manager Airside/DMAS and dropped by Police transport. For thispurpose the Police transport will report at Fire Station and from there a CAAR/T fitted vehicle will guide and ensure that the deployment is not a hazard tothe safety of aircraft.

3.34.5.3 The Police security staff deployed along the runways / taxiways shall notleave the positions of deployment after the VVIP has landed or airborne untilcoordinated through Control Tower / Fire station.

3.34.5.4 No person or vehicles other than those on duty shall be permitted to enter the

restricted areas.3.34.5.5 CAA Vigilance Incharge shall be responsible to obtain security passes for

CAA Duty Personnel¶s well in advance whereas all other agencies shall obtainsecurity passes at their own arrangements.

3.34.5.6 All Duty personnel must be in possession of their Identity Cards and securitypermit issued by the Special Branch in addition to Airport Functionary passes.

3.34.5.7 It is to be ensured that no vehicular movement takes place on the apron withinthe cordoned area during the VVIP movement.

3.34.5.8 VVIP gate shall be opened at least one hour before the arrival/departure of the VVIP.




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3.34.5.9 Police shall ensure that the approach road to airport is kept clear for incoming/ outgoing passenger¶s movement.

3.34.6 AIRFIELD CERTIFICATE GM Works (Civil) or his representative shall be responsible to render serviceabilitycertificate of movement area to Manager Airside at least two hours before the

arrival/departure of VVIP.3.34.7 SERVICEABILITY STATUS POWER SUPPLY

GM E&M or his representative shall be responsible to render serviceability certificate of standby power supply / generators installed at various sites of Airport to CTO, AIIAPLahore well before the arrival/departure of VVIP movement. The generator supply will beprovided 30 minutes before ETA/ETD of VVIP flight.

3.34.8 MEDICAL ASSISTANCE Airport Health Officer is required to be present personally at the Fire Station at least 30minutes before arrival/departure of the VVIP flight. The Airport Health Officer must befully equipped, prepared and available for any medical emergency during the period.

3.34.9 CLEANLINESS OF VVIP / VIP LOUNGE AND ITS PREMISES3.17.10.1 Senior Facilitation Officer shall ensure general cleanliness of the airport

especially the area around VVIP/VIP lounges. In this connection he shall effectnecessary co-ordination with CAA maintenance cell and PIA Authorities. He

will ensure that VIP lounge available for use at least 02 hours beforearrival/departure of VVIP. He will also ensure that required items for VVIP areavailable and facilities are serviceable. He will be available at the airportduring VVIP movement and keep close coordination with Airport Manager,COO and Manager Airside.

3.17.10.2 GM Horticulture will ensure that all the areas around the Apron includingflowerbeds and lawns are clean and maintained properly. He shall arrangeplacement of suitable Flower Pots where required.

3.34.10 GENERAL 3.34.10.1 Manager Airside shall ensure that the entire Apron is neat and clean. For this

purpose the auto sweeper and Apron labour shall be utilized.3.34.10.2 CTO shall ensure that the Communication Centre, Transmitting Station, ECR,

ACC and Nav. Aids Air Ground Channels are manned by the concerned officer and all the facilities are in operation at optimum level of efficiency. He will also

ensure that the alternate-standby sets / circuits are fully serviceable. He willalso keep close coordination with COO regarding progress of VVIP movement.

3.34.10.3 MTO shall detail additional drivers if required for manning of CFR vehicles andco-ordinate with COO/CFRO for any assistance required.

3.34.10.4 Station Manager PIAC will make all arrangements for aircraft handlingequipment/services (depending upon the type of aircraft) for VVIP movement

30 minutes prior to ETA/ETD of VVIP flight Movement of general handlingequipment or vehicles (except those which are required for the handling of VVIP flight) shall be stopped. Incharge TGS shall ensure that no GroundHandling equipment is left unattended at the apron.

3.34.10.5 Officer Incharge PSO will ensure that the desired grade fuel is readilyavailable for the VVIP flight and is provided in coordination with special branch(Police).

3.34.10.6 In case VVIP is traveling by International Flight, Immigration, Custom and

Health staff be positioned in state lounge well in advance.3.34.11 PROVISION OF MET INFORMATION

3.34.11.1 TECHNICAL MET INFORMATION NECESSARY FOR FLIGHT SAFETYMET services officer Incharge Airport will ensure that necessary TechnicalMET information for the proposed VVIP flight is made available to the Captainof VVIP Aircraft / ATC as and when required by the Captain / ATC.

3.34.11.2 PROVISION OF MET INFORMATION TO VVIP FLIGHTS The following is laid-down for guidance and compliance by all concerned.

3.34.11.3 VVIP FLIGHTS DEPARTING FROM LAHORE3.34.11.3.1 ACC (P) (East/West) Controller will inform the duty Forecasting

Officer, Met Officer, Lahore on telephone followed by written




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intimation regarding the expected VVIP Flight i.e. (ETA and ETDroute to be flown etc).

3.34.11.3.2 DFO will send the Met Briefing Folder to the Control Tower induplicate. Duty Aerodrome Controller shall arrange delivery of one copy each to PFIU.

3.34.11.3.3 ACC (P) (East/West) Controller shall ensure handing over of theMet Folder to the VVIP Pilot or his representative at the time of filing of the Flight Plan. In case the pilot of VVIP Flight does notvisit ACC Radar, Duty Aerodrome Controller will be informed,who will arrange the delivery of the Met Folder to the pilot at theaircraft directly or through the handling agent of the VVIP Flight.

3.34.11.3.4 ACC (P) (East/West) Controller shall ensure that current weather reports of destination and alternate aerodromes in Pakistan anden-route forecast are available/passed to VVIP Flight.

3.34.11.4 VVIP FLIGHT ARRIVING AT LAHORE3.34.11.4.1 ACC (P) (East) Controller will inform the duty Forecasting

Officer, Met Office Lahore on telephone followed by writtenintimation regarding the expected VVIP Flight i.e. (ETA and ETDroute to be flown etc).

3.34.11.4.2 DFO will send the Met Briefing Folder to the Control Tower. Duty Aerodrome Controller shall arrange delivery of Met Folder to ACC.

3.34.11.4.3 ACC (P) (East/West) Controller shall pass the current weather of Lahore and forecast to the aerodrome of departure of the VVIPFlight.

3.34.11.5 VVIP FLIGHT ARRIVING AT & DEPARTING FROM AIRPORT IN LAHOREFIR OTHER THAN LAHORE AIRPORT 3.34.11.5.1 ACC (P) (East/West) Controller will inform the duty Forecasting

Officer, Met Office Lahore on telephone followed by writtenintimation regarding the expected VVIP Flight i.e. (ETA and ETDroute to be flown etc).

3.34.11.5.2 DFO will send the Met Briefing Folder to the Control Tower induplicate. Duty Aerodrome Controller shall arrange delivery of

Met Folder to ACC.3.34.11.5.3 ACC (P) (East/West) Controller to ensure passing of Met Briefing

and current weather of destination to VVIP Flight at theaerodrome of departure.

3.34.11.6 VVIP OVER-FLYING LAHORE FIR/PAKISTAN AIRSPACE3.34.11.6.1 ACC (P) (East/West) Controller will inform the Duty Forecasting

Officer, Met office Lahore on telephone followed by writtenintimation regarding the expected VVIP Flight i.e. (ETA and ETDroute to be flown etc).

3.34.11.6.2 DFO will send the Met Briefing Folder to the Control Tower inDuplicate. Duty Aerodrome Controller shall arrange delivery of Met Folder to ACC.

3.34.11.6.3 ACC (P) (East/West) Controller to ensure passing of Met Briefingand route forecasting to VVIP Flight.

3.34.12 VVIP MOVEMENT- DEPLOYMENT OF POLICE / SPECIAL POLICE ALONG RUNWAY 3.34.12.1 The Police and Special Police contingents will report at least 1½ hour before

ETA/ETD of VVIP. The incharge of the contingent will coordinate withManager Airside for briefing. Following will be briefed: -3.34.12.1.1 Deployment ± beyond the distance marker board.3.34.12.1.2 No police / special police official is to proceed to or go close to

runway and will not cross undershoot or overshoot areas of runway under any circumstances. In case action is required to be

taken due some suspicious movement, it should be done in sucha manner so as not to jeopardize the safety of VVIP flight.




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3.34.12.1.3 The police / special police officials will stay at the positions of deployment until they are picked up by the police vehicles.

3.34.12.1.4 The in charge of the contingent is to brief the members of thecontingent about these instructions: -3.34.12.1.4.1 After the briefing, MAS shall provide an

R/T fitted vehicle, which will lead thepolice, vehicles to runway for deployment. After the deployment is over, the policevehicles will be lead back to Fire Stationwhere they will stay till VVIP movement isover.

3.34.12.1.4.2 An officer specially designated for thepurpose by MAS will take up position 15minutes before ETA/ETD of VVIP flight inMAS van on the airside. The officer willremain in R/T contact with Control Tower and will maintain close watch to check andinform control tower of any unauthorizedentry into runway of any pedestrian or

vehicle. If deemed necessary specialpolice may also position one official in thisvehicle in order to meet the securityrequirement.

3.34.12.1.4.3 After the VVIP movement is over, thepolice vehicles will be lead to runway bythe R/T fitted vehicle in order to pick up thepolice/special police officials deployedalong the runway.

3.35 ATS MESSAGE ADDRESSEES AND SAMPLE FORMATS3.35.1 DIVERSION MESSAGE (DUE WEATHER)

DD OPHQYAYO OPHQZXASDD OPQTYDYX OP--YHYX OPLAYGYX OPHQSOYB OPKCZRZADD OP--ZTZX OPLAYFYX

190938 OPLAZRZAFROM: ACC AIIAP, LAHORETO: D.OPS HQCAA KARACHI

GM ATS HQCAA KARACHI APM CONCERNED AIRPORTSCOO AIIAP, LAHORERFC, AIIAP, LAHORESO TO DY DGCAA HQCAA KARACHI

ACC KARACHI (IF APPLICABLE)CONCERNED TOWER (IF APPLICABLE)DCO LAHORE-------------------------------

Example:PIA363 A300 REG/AP-BBM FROM OPRN-OPQT ETD 0530 (.) ATD OPRN 0637 ETA

OPQT 0730 (.) AT TIME 0758 AIRCRAFT FROM O/H OPQT DIVERTED TO OPKC DUEOPQT BAD WX (.) OPQT WX --------- (.) ETA OPKC 0900 ATA OPKC 0858(.) ALLTIMINGS UTC (.)

3.35.2 DIVERSION MESSAGE (DUE TECHNICAL)DD OPHQYAYO OPHQYAYL OPHQYAYSDD OPHQZXAS OP-- YDYX OPLAYHYX OPLAYGYXDD OPHQSOYB OPLAZXAW OPKCZRZA OP--ZTZX OPLAYFYX190938 OPLAZRZAFROM: ACC AIIAP, LAHORETO: D.OPS HQCAA KARACHI

PRESIDENT SIB HQCAA JIAP KARACHI




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DIRECTOR AIRWORTHINESS HQCAA JIAP KARACHIGM ATS HQCAA KARACHI. APM CONCERNED AIRPORTCOO AIIAP, LAHORERFC, AIIAP, LAHORE

SO TO DY DGCAA HQCAA KARACHI AIRWORTHINESS SURVEYOR AIIAP LAHORE ACC KARACHI (IF APPLICABLE)CONCERNED TOWERDCO LAHORE

-------------------------------Example:-PIA363 A300 REG/AP-BBM FROM OPRN-OPQT ETD 0530 (.) ATD OPRN 0637 ETAOPQT 0730 (.) AT TIME 0758 AIRCRAFT FROM O/H OPQT DIVERTED TO OPKC DUETECHNICAL (.) ETA OPKC 0900 ATA OPKC 0858(.) ALL TIMINGS UTC (.)

3.35.3 VVIP MESSAGEDD OPHQYAYO OPHQZXAS OPLAYDYXDD OPLAYHYX OPLAYGYX OPHQSOYB OP--ZTZX OPLAYFYX171233 OPLAZRZA

FROM: ACC AIIAP, LAHORETO: DIRECTOR OPS HQCAA KARACHI

GM ATS HQCAA KARACHI. APM AIIAP, LAHORECOO AIIAP, LAHORERFC, AIIAP, LAHORE

SO TO DY DGCAA HQCAA KARACHI APM COCERNED AIRFIELD / ATS UNITSDCO AIIAP, LAHORE.

-------------------------------Example: -PAK-002, DA-20, REG/J-753, OPRN-OPLA (.) ATD OPRN 1104 (.) ETA OPLA 1137(.) ATA OPLA 1137 (.) PRIME MINISTER OF PAKISTAN ON BOARD (.) ALL TIMINGS

UTC (.)3.35.4 ALERT MESSAGE

DD OPKCZRZA OPPGZTZX071140 OPLAZRZAFROM: ACC LAHORETO: ACC KARACHI

CONTROL TOWER PANJGUR AIRPORT AN ALERT MESSAGE RECEIVED FROM SUPARCO LAHORE AT TIME 071132 UTC(.)TIME OBSERVATION:- 110512UTCLATITUDE:- 280855LONGITUDE:- 642114ELOCATION:- PANJGURFREQ:- 121.5MHZ.

KINDLY ACKNOWLEDGE (.)3.35.5 MESSAGE FOR ADC & FIC NUMBER

DD VIDPZIZX VIDPZRZA VIDPZTZX101344 OPLAZRZAExample (Text): -REQUEST ADC AND FIC NO FOR PIA270 OPLA-VIDP (.) REG/APBCB SEL/ALCP (.)F270 ETD 0930 UTC FLYING TIME 00:35 HOURS END 07:11 HOURS (.) ROUTINGSAMAR-ASARI (.) ROUTE A466 (OR WHATEVER FILED BY THE PILOT) (.)

3.35.6 BIRD HIT MESSAGEDD OPHQYAYO OPHQYAYL OPHQYAYSDD OPQHZXAS OPLAYDYX OPLAYHYX OPLAYGYX




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DD OPHQSOYB OPLAZXAW OPLAYFYX301215: OPLAZRZAFROM: ACC AIIAP, LAHORETO: DIRECTOR OPS HQCAA KARACHI

PRESIDENT SIB HQCAA KARACHI

DIRECTOR AIRWORTHINESS HQCAA KARACHIGM ATS HQCAA KARACHI APM AIIAP, LAHORECOO AIIAP, LAHORERFC AIIAP LAHORESO TO DY DGCAA HQCAA KARACHI AIRWORTHINESS SURVEYOR AIIAP LAHOREDCO AIIAP, LAHORE.

-------------------------------Example: -PIA865, A310, REG/APBGQ, VTBD-OPLA, LANDED ON RWY 36R AT TIME 2358 UTC AND PARKED ON BAY NO.5 (.) AT TIME 0230 UTC PIA ENG. MR. SALIM REPORTEDON TELEPHONE, A BIRD HIT IN ENGINE NO.2, AFTER GROUND INSPECTION (.) ASEPARATE BIRD STRIKE REPORT FORM WAS SUBMITTED IN PFIU BY PILOT AT

TIME 0315 UTC (.) PILOT DID NOT REPOT ANY BIRD HIT AFTER LANDING ON R/T(.) AIRCRAFT WAS PHYSICALLY INSPECTED BY DMAS WHO CONFIRMED BLOODSTAINS AND BIRD FEATHERS IN ENGINE NO.2 (.) SUNRISE WAS AT TIME 0011UTC (.) RWY INSPECTION WAS CARRIED OUT BEFORE LANDING AND NO BIRD ACTIVITY WAS OBSERVED ON RWY AND APPROACH PATH BY DMAS ANDCONTROL TOWER (.) BIRD SHOOTER ALONG WITH VEHILE WERE DEPLOYEDFOR PATROLLING ALONG THE RWY (.) NO DEAD BIRD FOUND ON RWY AFTERSUCCEESIVE INSPECTIONS AFTER THE LANDING OF AIRCRAFT (.) DAMAGE TOTHE AIRCRAFT STILL NOT KNOWN (.)

3.35.7 OCCURRENCE MESSAGE (BOMB THREAT)DD OPHQYAYO OPHQYAYL OPHQYAYS OPHQYAYL OPHQZXSODD OPHQZXAS OPLAYDYX OPLAYHYXDD OPLAYGYX OPLAZXAW OPHQSODG OPHQSOYB OPLAYFYX031750 OPLAZIZX

FROM: ACC AIIAP, LAHORE.TO: DIRECTOR OPERATIONS HQCAA, KARACHI

PRESIDENT SIB HQCAA, KARACHIDIRECTOR AIRWORTHINESS HQCAA KARACHIGM SECURITY HQCAA KARACHIGM ATS HQCAA, KARACHI

APM AIIAP LAHORECOO AIIAP, LAHORERFC AIIAP, LAHORE AIRWORTHINESS SURVEYOR AIIAP LAHORESO TO DGCAA, HQCAA, KARACHISO TO DY. DGCAA, HQCAA, KARACHIDCO AIIAP LAHORE

--------------------------------

Example: -RSO424, DC-9, REG/URCBV, OPLA-OMAA, POB127 DEPARTED OPLA 1456 (.) ATTIME 1502 WHEN AIRCRAFT WAS 35NM OUT OF LAHORE. A TELEPHONE CALLRECEIVED ON CAA EXTENSION 04 FROM FAZAL REHMAN INSPECTOR ASF (.) HE ASKED TO CALL RSO424 BACK TO LAND AT AHORE AS IT WAS NOT SECURITYCLEARED BY ASF AND ONE PASSENGER WAS SHORT (.) HE SAME MESSAGEPASSED TO AIRCRAFT CONCERNED (.) PILOT PLANNED TO CONTINUE FORDESTINATION (.) AT TIME 1515 WHEN AIRCRAFT WAS 100NM OUT OF LAHORE

ASF CONTROL ROOM CLEARED THIS AIRCRAFT TO PROCEED TO ITSDESTINATION AS THE MISSING PASSENGER MR. MUHAMMAD ZIA-UL-HAQ S/OMR. MUHAMMAD AFZAL P.P NO. 098140 WAS RACED AND TAKEN INTO CUSTODY




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BY ASF (.) LATER ON M/S ASF REVEALED THAT PASSENGER HAD SOMEIMMIGRATION PROBLEM (.) MATTER BEING TAKEN UPTO AERO ASIA AS TO WHYTHE FLIGHT WAS ALLOWED TO PROCEED WITHOUT ENSURING THAT ALLPASSENGERS HAVE BEEN BOARDED (.) ALL TIMING UTC (.)

3.35.8 INCIDENT MESSAGE

DD OPHQYAYO OPHQYAYLDD OPHQYAYS OPHQZXSODD OPHQZXAS OPHQZMAM OPHQZXMD OPLAYDYX OPLAYHYXDD OP--ZTZX OPLAYGYX OP--YDYX OPLAZXAW OPHQSOYADD OPHQSOYB OPLAYFYX

311540 OPLAZRZAFROM: ACC AIIAP, LAHORETO: DIRECTOR OPS HQCAA KARACHI

PRESIDENT SIB HQCAA KARACHIDIRECTOR AIRWORTHINESS HQCAA KARACHIGM SECURITY HQCAA KARACHIGM ATS HQCAA KARACHIGM AIRPORT MANAGEMENT HQCAA KARACHI

GM MEDICAL MANAGEMENT HQCAA KARACHI APM AIIAP LAHORECOO AIIAP LAHORE APM CONCERNED AIRFIELDRFC AIIAP LAHORECONCERNED AIRWORTHINESS SURVEYOR / AIIAP LAHORESO TO DGCAA HQCAA KARACHISO TO DY DGCAA HQCAA KARACHIMOD (AVIATION DIVISION THROUGH HQCAA)DCO AIIAP, LAHORE.

----------------------------Example:-PIA660 F27 AP-AUR OPPS-OPCH (.) ETA 0342(.) ATA 0341 (.) CAPTAIN ERFAN FAIZ(.) AFTER LANDING FROM RWY-02 WENT UPTO 500 FEET ON KUCHA OVERRUN

AREA (.) AIRCRAFT LEFT SIDE PROPELLER DAMAGED (CMM) BOTH UNDERCARRIAGE BROKEN AND AIRCRAFT LANDED ON ITS BELLY, NO INJURY, NOCAUSALITY REPORTED (.) POB51 FUEL ENDURANCE 0225 HOURS (.) ALLCONCERNED INFORMED BY APM CHITRAL (.) APM ISLAMABAD REQUIRED TOPASS THE INFORMATION REGARDING PIA660 TO MINISTRY OF DEFENCE (.)

3.35.9 ACCIDENT MESSAGE

DD OPKCZRZADD OPHQYAYX OPHQYAYB OPHQYAYO OPHQYAYLDD OPHQYAYS OPHQYASM OPHQYAMN OPHQZXAS OPHQDD OPHQZXAW OPLAYDYX OPMTYDYX OPRNZTZX OPLAZXAWDD OPHQYAYN OPLAYGYX OPHQSODG OPHQSOYB OPLAYHYXDD OPLAYFYX311600 OPLAZRZAFROM: ACC LAHORE

TO: DGCAA HQCAA, KARACHIDY. DGCAA, HQCAA, KARACHIDIRECTOR OPS. HQCAA KARACHIPRESIDENT SIB, HQCAA, KARACHI.DIRECTOR AIRWOTHINESS, KARACHI.GM ATS HQCAA KARACHIGM SECURITY HQCAA KARACHIGM AIRPORT MANAGEMETN HQCAA KARACHI

APM AIIAP LAHORECOO AIIAP LAHORE APM CONCERNED AIRFIELD




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TECHNICAL INVESTIGATOR HQCAA KARACHIRFC AIIAP LAHORESO TO DGCAA HQCAA KARACHISO TO DY DGCAA HQCAA KARACHI ACC AIIAP LAHORE

MOD (AVIATION DIVISION) ISLAMABADCONTROLLER AIRWORTHINESS AIIAP LAHOREDCO, AIIAP, LAHORE.

EXAMPLE:-1) NAME MR. QAMBAR ABBAS AATCO 06-9200310 MULTAN TOWER2) SHIFT SUPEVISOR AIIAP, LAHORE.3) A. C-172 PAKISTANI REG AP-BDX OPKC-OPLA

B. PAKISTAN AVIATOR. TRAINING FLIGHTC. CAPTAIN ZAKI CO-PILOT MR. KASHIFD. DATE AND TIME 31ST ±07-2004 0407311106 UTC.E. OPKC - OPLA TRAINING FLIGHT.F. 6/17 MILES FROM MULTAN SALAHA MUHAMMAD WALA MOZA

LALIPUR THANA BULAHG. POB 04 ALL OCCUPANT SAFE.

H. MAJOR TABRAIZ ³ CFI´ PAK AVIATORS INTIMATED ON TELEPHONE AS REASON OF ACCIDENT IS DUE TO LOSS OF POWER AND FOLLOWINGDAMAGES ARE REPORTED.i) ACFT LANDING GEARSii) RIGHT WINGTIPiii) RIGHT TAIL HORIZONTAL STABILIZERiv) SITE OF ACCIDENT UNKNOWNNOTE: - MULTAN SATCO ADVISED TO ENSURE CORDONING - OFF OF THE ACFT(.) ARRANGEMENTS OF PHOTOGRAPH AND COLLECTION OF BLOOD AND URINESAMPLE OF ACFT CREW.

3.36 AVAILABILITY OF SOP¶S3.36.1 In addition to the station air traffic instructions printed in this book following SOP¶s on

different topics and letters of agreements between ATS units/ACC with Lahore areavailable in ACC Radar for compliance.

3.36.1.1 Handling of VVIP Flights3.36.1.2 Radio Communication Failure3.36.1.3 Malfunctioning of aircraft in flight3.36.1.4 Removal of disabled aircraft3.36.1.5 Prevention of runway incursion3.36.1.6 Use of runway friction measuring equipment mu-meter MK6SOP for Hijacking3.36.1.7 Low Visisbiliy Procedures3.36.1.8 SOP Operations of Vehicle on airside and Isuuance of AVP & ADP

3.36.1.9 SOP Operation in Bad Weather 3.36.1.10 SOP ATDMMS3.36.1.11 Oil/Fuel Spillage Response3.36.1.12 Coordination Procedures between ATC Units and Airlines3.36.1.13 Coordination Procedures between ACC & RCC3.36.1.14 Coordination Procedures between ATC & AMHS/Communication Centre

3.36.1.15 SOP for Bomb Threat to ACC Building3.36.1.16 SOP for Monitoring of LHD

3.36.2 LETTERS OF AGREEMENT1) Letter of Agreement between Lahore and Karachi.2) Draft Letter of agreement between Lahore and Cherat.3) Draft Letter of agreement between Lahore and Islamabad.4) Letter of agreement between Lahore and Faisalabad.5) Letter of agreement between Lahore and Multan.6) Letter of agreement between Lahore and Delhi.7) Letter of agreement between Lahore and Urmachi.

8) Letter of agreement between Lahore and Dushanbe.




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9) Letter of agreement between Lahore and Sialkot.10) Draft Letter of agreement between Lahore and Quetta.

3.37 RECORDING AND SUBMISSION OF ATS REVENUE DATA3.37.1 Airport 20 / 20 system has been installed in ACC, Control Tower and PFIU. This system

has been been developed to fulfill a concrete role in CAA Pakistan Billing system.

3.37.1.1 All flights Landings at AIIAP, Lahore and over-flying (only Lahore transiting)will be maintained and entered in the Aerodrome Control Tower and AreaControl Centre respectively.

3.37.1.2 A user guide of BSM (Billing Sequence Maintenance) has been placed on allworking positions.

3.37.1.3 A user list alongwith citrix domain user names and citrix user password hasalso placed on all working positions.

3.37.1.4 FDA of VDU position will be responsible for making entries of all Aircraftmovement Data Overflying Lahore FIR during the tenure of his duty in the Airport 20 / 20 system.

3.37.1.5 Data pertaining to Control Tower will be maintained by FDA Tower.3.37.1.6 The manual Data entry as well is also to be continued as per previous practice

till further advice in all ATS Units.3.37.1.7 All the Team Leaders / Ground Movement Controllers are to monitor Data

entered by FDA VDU / FDA Control Tower respectively.3.37.1.8 In case of any malfunctioning in the system. HQCAA helpline Tel # 021-

99072194 / 2182 to be informed promptly and entry to this effect to be made inthe Airport 20 / 20 Log Books.

3.38 HANDLING OF FLIGHTS REQUIRE ³ON SPOT PAYMENT´ BY DUTY PFIO¶S For the purpose of charges regarding Flights require to make on spot payment are to be chargedas per invoice generated by the Airport 20 / 20 System. Description to feed required fields in theinvoice generation is placed in the PFIU position. The system invogue previously for manualpreparation challan forms will also continued till the complete familiarization of PFIO¶s with theinvoice generation.

3.39 ACTION BY MANAGER ATS REVENUE:Manager ATS Revenue will cross check the over-flying Data (B-3) and Landing Data (B-2)alongwith AVIO Bridge timings viz-a-viz actual Aircraft operations. After the verification, Data willbe sent online to HQCAA Billing Branch, followed by a Hard Copy through HR Branch, for the

preceding day.3.40 EMBARKATION DATA:

The Embarkation Data will continue to feed relevant Embarkation Data on the Aircraft MovementData (B-2), retrieved in the Embarkation cell. The same will be forwarded online and followed bythe hard copy through HR Branch, for the preceding day.

3.41 AVIO BRIDGE CHARGES:3.41.1 Incharge AVIO Bridge will feed the occupancy time of the AVIO Bridge on the Aircraft

Movement Data after retrieving the Data entered in Control Tower in Airport 20 / 20System.

3.26.2 Manager ATS Revenue will further finalize the AVIO Bridge Data before onlinesubmission to HQCAA.

3.42 EMERGENCIES:The duty air traffic controllers shall handle all emergencies in accordance with the appropriateSOPs.

3.43 RECORDING OF AIRCRAFT MOVEMENT/ATS REVENUE DATA AND ATSMESSAGES: 3.43.1 ATS flight data assistant in Area Control Centre, Control Tower and PFIO has to

fill/prepare:-3.43.1 Landing and housing Form 438 prepared by PFIO3.43.2 Flight Movement Register prepared by PFIO.3.43.3 Movement register 447 by FDA Tower 3.43.4 Computerised aircraft Movement Report prepared by FDA Tower 3.43.5 Bay movement record by GOC Controller.




01/06/2011 3-35 MNL-002-LAAT-2.0

3.43.2 Wrong, incomplete and incorrect entries may lead to embarrassing situation for CAA.Missing of aircraft movements in the respective Forms or in the movement registers maylead to revenue loss for CAA. These omission/incorrect movement record will createproblems for the preparation / compiling of ATS revenue data and will result delay for billing to different operators.

3.43.3 Following procedure shall be followed in letter and spirit to ensure proper recording of aircraft movement/ preparation of revenue data and ATS messages:3.43.3.1 All columns of landing and housing Form-438 must be filled. Arrival and

departure time in column 9 and 10 must be recorded in UTC.3.43.3.2 All columns of movement register CAA-447 must be filled. Correct aircraft

registration and type must be recorded in respective columns.3.43.3.3 November Register shall also be completed by FDA ³N´. All columns shall be

filled adequately.3.43.3.4 FDA ³N´ upon receipt of estimates of Aircraft shall pass the current flight plan

details to SMCC obtain ADC Number (if applicable), make complete entry inthe register ³N´ record time of coordination and ADC number (if applicable) onconcerned strip of the respective flights and send it to FDA Revenue.

3.43.3.5 Concerned Procedure Controller/Coordinator shall pass the revisions/changesof estimates of aircraft to FDA ³N´ who will pass it to S.O.C. Record the

coordination time again in ³N´ register.3.43.3.6 FDA ³N´ shall record the revision in appropriate columns of the register.3.43.3.7 Team Leader shall ensure that the Non-schedule clearances / Approved

Schedules received during his duty period are properly recorded and hand itover to FDA clearance for necessary action.

3.43.4 Non Schedule Flight clearances:-3.43.4.1 The FDA clearance will deal with the clearances of non-schedule flights on the

instruction of concerned Planner / Area controller (East / West ) and TeamLeader.

3.43.4.2 Contents of the clearance shall be read thoroughly and followed in letter andspirit. Any clarification required therein may be made from the Team Leader.

3.43.4.3 Team Leader shall affect coordination with Air Transport Directorate/SMCC asdeemed appropriate and if so considered necessary.

3.43.4.4 In case the clearance is not available, then Team Leader shall coordinate with

appropriate authority for clearance provided it does not cover under authorityconveyed vide HQCAA/1601/AT(PC) dated 7

th& 26

thJuly, 2010 Upon the

receipt of clearance on telephone etc. the same shall be recorded in the ATSLog and concerned clearance register. The Team Leader may assign this jobto any other officer of his Team.

3.43.4.5 The clearance number of Non-schedule flight landing at Lahore International

should be passed to PFIO by the Procedure Controller. PFIO will record thesame in Landing and Housing Form 438 against Arrival / Departure of thesame flight.

3.43.4.6 Upon receipt of estimates of Non-schedule flight, the Area coordinator willcoordinate with FDA clearance for authority / clearance number. Clearancenumber shall be endorsed on the flight data strip of the aircraft and thenhanded over to FDA µN¶.

3.43.4.7 FDA November shall also record the Non-schedule flight clearance number in

November Register.3.43.5 Diversions of schedule/Non-schedule flights/Technical landings shall not only be

recorded in the ATS log but also in the concerned movement registers and forms. 3.43.6 As soon as the flight exits Lahore FIR or lands at Lahore, the complete data along with

flight progress strips shall be sent to FDA-Revenue who shall: - 3.43.6.1 Record the details of the flight movement in ACC movement register,3.43.6.2 Also feed the same data in computer,3.43.6.3 Staple the data (Strips, ATS Messages etc.) and file it to preserve record,

3.43.6.4 Prepare the summary of aircraft movements during night duty and bring itforward.




01/06/2011 3-36 MNL-002-LAAT-2.0

3.43.7 Aerodrome Controller/Ground Movement Controller shall hand over the departure / arrivalstrips complete in all respect to TWR FDA. Ground Movement Controller shall record thebay movement of all aircraft on the prescribed form and pass the same to Tower FDA.

3.43.8 FDA Tower shall ensure that:3.43.8.1 The complete details of aircraft movement on apron are recorded in Control

Tower movement register 447 and computer 3.43.8.2 FDA Tower shall pass the aircraft movement complete in all respect to PFIO

regarding arrival, departure, technical landings etc.3.43.8.3 The recorded ATS revenue Form-447 will be attached with the computer print.

3.43.9 FDA Tower shall send all ATS revenue record to Team Leader by 0030UTC daily. Theother ATS record shall also be sent to Team Leader. Confirm the receipt and log itaccordingly. Senior duty controller in Tower will ensure compliance.

3.43.10 Upon the receipt of the Flight details from Aerodrome Control Tower, duty PFIO shall 3.43.10.1 Record the same in Landing/Housing Form 438 and Flight Movement register.3.43.10.2 Check / correlate the landings and flight plans of departure from AIIAP Lahore

with approved schedule of the airline so as to ensure its correctimplementation and to detect any irregularities. The irregularities shall berecorded and reported to Team Leader.

3.43.10.3 Send the recorded ATS revenue data for the day along with National Bank

receipt and Bank challan if any for Non-schedule flights to Team Leader at0030UTC. The other ATS record shall also be sent to Team Leader. Confirmthe receipt and record it in the logbook.

3.43.10.4 On the first day of each month send the Form-438 along with other data toTeam Leader and ensure that same have been received by him. This shall berecorded in the logbook.

3.43.10.5 Prepare the summary of the aircraft movements and bring it forward.3.43.11 Computers provided in Area Control Centre and Aerodrome Control Tower for the

recording of ATS data shall not be used for any other purpose. Team Leader and Senior Aerodrome Controller shall ensure strict compliance.

3.43.12 Duty Team Leader shall ensure: -3.43.12.1 That the above prescribed data are received from PFIU and Aerodrome

Control Tower by 0100 UTC.3.43.12.2 Handing over the prescribed data to incoming Team Leader, who will hand

over the same data to ATS revenue officials and record the same in logbook.3.43.12.3 All the officials of the Team shall follow the procedures in letter and spirit.3.43.12.4 That the irregularities/mistakes are not only checked but also corrected and

reported to the R.F.C. for necessary action as deemed appropriate. 3.43.13 he ATS officials deployed for the collection and compilation of ATS revenue data shall;

3.43.13.1 Cross check the data by comparing approved schedule/non-schedule

clearances, issued by the HQCAA. In this regard the Flight schedules, Non-schedule clearance register, Military clearances and Blanket clearancesavailable in Area Control Centre may be consulted to check the discrepancies.

3.43.13.2 Correlate the schedule/non-schedule clearance/military clearance and blanketclearances for transit flights with the aircraft movement data.

3.43.13.3 Report the missing/incomplete/incorrect entries to the CM ATS Revenue for necessary action.

3.43.14 ATS Revenue officials shall be held responsible for missing, incorrect and incomplete

entry of revenue data in landing, housing input form B-2. 3.43.15 All ATS officials shall ensure strict compliance of the above guidelines.




01/06/2011 3-37 MNL-002-LAAT-2.0

3.44 CONTROLLED AERODROMES AND NAV AIDS IN LAHORE FIR:

AERODROME RWYDESIG

RWYLENGTH

RWYLCN/PCN

FIRE CAT NDBFREQ

VORFREQ

DMEFREQ

VHFFREQ(TWR)

BANNU (07/25) 1829/30 P12 4 257 - - 122.8

BHAWALPUR 08/26 1524/23 P10 4 332 129.8

BINDO 113.3

CHITRAL (02/20) 1768/30 P16 4 - - - 122.5

D.G.KHAN 18/36 1970/31 P45 4 322 119.4

D.I.KHAN (12/30) 1524/23 P17 4 286 113.1 - 122.8

FAISALABAD (03/21) 2826/46 P44 8 212 - - 127.3

GILGIT (07/25) 1646/30 P15 4 324 - - 119.1

ISLAMABAD (12/30) 3292/48 P77 9 344 112.1 CH 58X 123.7

LAHORE(36R/18L)(36L/18R)

3360/462743/46

P85P55

9 268 112.7 CH 74X 118.1

MULTAN (36/18) 3204/46 P62 7 387 118.7 CH 40X 119.1

MUZAFFARABAD (13/31) 914/23 PCN 5 02 207 - - 123.4

PARACHINAR (16/34) 1219/23 PCN 5 02 273 - - 122.2

PESHAWAR (17/35) 2743/48 P68 9 308 114.3 CH 90X 122.9

QUETTA (13/31) 3658/46 P82 8 348 114.7 CH 94X 118.050

RAHWALI ((01/19) 914/23 LCN10 2 295 - - 122.4

SAIDU SHARIF (05/23) 1829/46 P17 4 357 120.7

SHEIKHUPURA 317

SIALKOT (04/22) 3600/45 P64 9 113.8 SLT CH 85X 119.85

SKARDU(15/33)(14/32)

1981/303657/30

P15P40

6 247 - - 119.7

WALTON 32/14 4200/150LCN

16500 lbs

Unspecified - - - 119.4

ZHOB (09/27) 1829/30 P15 4 245 115.7 CH 104X 120.7




01/06/2011 3-38 MNL-002-LAAT-2.0

3.45 UNMANNED AIRSTRIPS WITHIN LAHORE FIR:

S.No STRIPS COOD ELEV RWYRWY

LENGTHRWY

WIDTHREMARKS

1 ALI TAREENFARM

N294115E713339

450 18/36 3650 80 R160/32NM OF MT VOR

2 JAMAL DIN WALIN283043E7003

400 19/01 3650 80 R160/34NM OF MT VOR

3 SHAMSIN2753E6533

2500 22/04 8000 100 R045/84NM OF PG VOR

4 ROJHANN285138E695721

295 01/19 7546 98.40 R328/34 NM from RYK

5

6

7

8910

1112

13

1415

1617

18

1920

21

2223

24




01/06/2011 4-1 MNL-002-LAAT-2.0

Chapter 4

APPROACH CONTROL SERVICE

4.1 APPROACH CONTROL SERVICE:

Approach Control Service (Procedural / Radar) is being provide by qualified Approach Controller (Procedural/Radar) in the Lahore Terminal Control area through Approach Control Office asunder: -

4.2 AREA OF RESPONSIBILITY:4.2.1 The area of responsibility is given below:-

SR.NO.

AREA HORIZONTAL LIMITVERTICAL

LIMITCLASS OFAIRSPACE

a. Control Zone Circle of 25NM Centred at LahoreFL75GND

B

b.Terminal Control Area(35 NM around Lahore)

Outside Control Zone till 35NM

Except that area which falls inVIDP FIR

FL155FL55

C

4.2.2 Terminal control area is shown below with diagram, airspace classification, horizontal

and vertical limits:

4.3 DUTIES OF APPROACH CONTROLLER:

4.3.1 In all matters pertaining to ATS Operations, Approach Controller is responsible to TeamLeader for the operation of Approach Control Office. In discharging this responsibility,he/she has to perform the following functions:- 4.3.1.1 Before taking over watch and whenever necessary during the tenure of duty,

ensure the availability and record of the following: 4.3.1.1.1 Current weather forecast during the tenure of duty. 4.3.1.1.2 Serviceability status of radio navigational aids, aeronautical

ground aids and other connected facilities for aircraft operation.4.3.1.2 Taking over the position by log-in through assigned user ID and password.4.3.1.3 Displaying correct page on VCCS monitor for communication.

µA¶ TMA

35 NM

LA

FL250FL155

C

G

FL155

µC¶ FL55

µG¶

35NM

CTR

µB¶ LA 25NM

FL75

GND/Water

25 NM




01/06/2011 4-2 MNL-002-LAAT-2.0

4.3.1.4 Ensuring appropriate setting of SDD (as described at Appendix ± D) for visualization of traffic entering / leaving the area of responsibility.

4.3.1.5 Accepting / handing over the control of traffic over the defined and / or agreedtransfer of control points (automatic or manual). Transfer of communicationshall be made once the traffic is accepted by the accepting controller.

4.3.1.6 Ensuring selection of ³BYP´ from ³MONO´ in case of SDD shows ³FROZENPICTURE´ message and select LAH SSR station.

4.3.1.7 Provide radar/ non-radar approach control service within the area of responsibility in accordance with provisions as contained in AIP and MATS.4.3.1.8 Provide Flight Information Service and Alerting Service to aircraft operating in

his area of responsibility.4.3.1.9 Coordinate and pass required information to concerned sectors of ACC and

Tower as prescribed in MATS.4.3.1.10 Take appropriate action in case when aircraft are known or believed to be in

need of assistance.4.3.1.11 Take action in accordance with Anti-Hijacking Plan and Crises & Emergency

Response Plan (ERP) as and when required.4.3.1.12 Maintain continuous radar monitoring while using radar in the provision of

approach control / Terminal control services so as to ensure flight safety at alltimes in the area of responsibility.

4.3.1.13 Provide radar service to aircraft within area of responsibility, in accordance

with provisions contained in AIP/MATS and supplementary instructions.4.3.1.14 Conduct surveillance radar approaches as and when required, subject toworkload and equipment reliability.

4.3.1.15 Maintain approach control logbook and ensure that all matters of significantimportance are recorded.

4.3.1.16 Impart on-job-training when authorized to do so.4.3.1.17 Ensure coordination with concerned duty engineer in case of un-serviceability

or unsatisfactory performance of radar, communication, navigation or landingaids, and record the same in his logbook.

4.3.1.18 Compile and submit reports on any irregularities in the operation of aircraft asrequired by Team Leader.

4.3.1.19 Ensure that the observed / reported weather is passed to MET office and

other concerned ATS units / aircraft.4.3.1.20 Any other duties assigned by COO, R.F.C. & Team Leader.

4.4 AERODROMES AND AIRSTRIPS IN TMA:4.4.1 There are two Aerodromes in Lahore TMA (including control zone). 4.4.1.1 AIIAP Lahore. 4.4.1.2 Walton Airfield.

4.5 SEPARATIONS BETWEEN AIRCRAFT IN TMA

4.5.1 Vertical/ Horizontal or Radar Separation shall be applied4.5.1.1 Between all flights in Class A and B airspaces.4.5.1.2 Between IFR, IFR / VFR flights, in Class C airspace.4.5.1.3 IFR / Special VFR flights.

4.6 HOLDING FACILITIES4.6.1 Following navigation aids/fixes may be used for holding an aircraft in the air awaiting

further clearance.4.6.1.1 LAHORE VOR.4.6.1.2 LEMOM

4.6.1.3 SHEIKHUPURA BECON4.6.1.4 TDME LAHORE4.6.1.5 LAHORE NDB

4.7 APPROACH SEQUENCE:First come and first serve procedure shall normally be followed. However, sequence should bemade in a manner to enable the maximum number of aircraft to land in minimum time intervalwithout causing un-necessary delay to schedule traffic. The sequence number to be informed tothe concerned aircraft.

4.8 COORDINATION:Inter-unit coordination between ATS units to be affected on VCCS/intercom as per procedure,prescribed in MATS-Pakistan.




01/06/2011 4-3 MNL-002-LAAT-2.0

4.9 ARRIVALS- GENERAL: 4.9.1 The provision of radar approach control service to arriving traffic at Lahore Airport is

achieved by Lahore Approach control by vectoring, monitoring and provide spacing interms of required landing interval of all arrivals either for a visual approach or to anapproach aid appropriate to the runway-in-use.

4.9.2 If an arriving aircraft does not indicate that she has received the current ATIS broad cast,

the Approach Controller has to pass the latest weather and airfield conditions to theaircraft.

4.9.3 It is the responsibility of Approach Controller to immediately relay all changes in weather (RVR) and airfield conditions to all arrivals under his control and in direct communication

with him.4.9.4 Designation of the runway-in-use is the prerogative of the Aerodrome Controller, but all

changes to this designation shall be coordinated with the Approach Controller well intime and this coordinated change of runway shall be fed into the ATM system from FDATWR position and as well as Approach Contrroller / FDA Approach.

4.9.5 When an aircraft makes request to use the runway end other than the one in use suchapproach may be accommodated provided:.4.9.5.1 Coordination with Aerodrome controller is affected, and4.9.5.2 No departure is expected after the time such arriving aircraft has entered

control zone.

(Note: Such requests shall be refused or deferred if it results in delay to other traffic.)4.9.6 The Approach Controller shall keep the Aerodrome Controller updated on the landing

sequence of arriving aircraft. However, when aircraft is equipped with functioningtransponder and SDD in control tower is serviceable, progress of arrival for Lahore andWalton may not be passed to Aerodrome controller.

4.9.7 Normally all aircraft in a series of arrival expect to carry out the same type of approach toland in turn on the same runway. The type of approach to be executed by each one of the series of arriving aircraft need not be repeated to the Aerodrome Controller unless itdiffers significantly from others in the sequence.

4.9.8 When SSR / FDP and / or transponder of aircraft are non operative, Area Control has toco-ordinate arrivals coming from airspace under its jurisdiction by ensuring that flightplan estimates have been passed to Approach at least three minutes before the aircraftis expected to enter the TMA. The changes in the CPL shall also be passed to Approach

Control without delay.4.9.9 When SSR / FDP and / or transponder of aircraft are non operative, Area Control has toclear inbound aircraft to Lahore via the appropriate STAR. ACC East Controller shallcoordinate with Approach about the levels below FL 155 to which an aircraft is clearedand that shall be passed invariably.

4.9.10 When ETAs at the Lahore indicate traffic in excess of the Approach acceptance rate(sequencing interval), Planner / Area Controllers shall issue clearance to hold over designated fix with appropriate EAT in coordination with Approach Controller and shallbe informed accordingly.

4.9.11 Area Control will transfer the control of inbound traffic to Approach at 50 DME fromLahore or at any other position agreed by them. Approach Controller shall not give climbabove the last assigned level by ACC to arriving aircraft unless prior coordination hasbeen affected with concerned ACC Controller.

4.9.12 Approach Controller will not normally provide advisories to aircraft after crossing finalapproach fix to the runway except when radar reveals a situation, which in the opinion of the controller, is likely to affect safety of the flight.

4.9.13 When SSR and transponder of aircraft are operative, ACC will coordinate with Approachfor minimum available level for arriving aircraft and will continue release aircraft, withvertical separation on the basis of agreed level unless amendment received from Approach controller.

4.10 RADAR APPROACH CONTROL:4.10.1 Radar Control services is being provided by Lahore Approach in Lahore TMA in

accordance with the procedures prescribed in the MATS- Pakistan. 4.10.2 Radar advisory Service may be provided by Lahore Approach to Aircraft outside of

Controlled Airspace and yet within Radar coverage on ³as required´ basis.




01/06/2011 4-4 MNL-002-LAAT-2.0

4.10.3 RADAR ALIGNMENT CHECKS:4.10.3.1 The Approach Radar Controller shall check the alignment of radar as follows:

4.10.3.1.1 By correlating the runway map and the radar position indicationsof departing aircraft from Lahore.

4.10.3.1.2 By correlating the radar position indication of an aircraft reportedto be established on ILS and the runway centre line depicted onthe radar display.

4.10.3.2 Approach Controller before taking over watch and as and when required shallconfirm / request team leader for alignment check.

4.11 VVIP FLIGHTS: VVIP flights shall be handled in accordance with procedure laid down in AIP-Pakistan and

M.A.T.S.

4.12 CONTROL OF DEPARTING AIRCRAFT:

4.12.1 The approach controller shall issue; 4.12.1.1 Appropriate SID / maneouver to the departing IFR flights4.12.1.2 Appropriate ATC clearance for VFR flights and post the same on the flight

progress strip in the appropriate column.4.12.2 Approach controller shall also post the ATC clearance issued by ACC upon receipt. For

this purpose he shall ensure that prior coordination has been affected with concerned ACC sector.

4.12.3 The Approach Controller shall release the departing aircraft to the appropriate ACC

sector jurisdiction at 50NM from Lahore or when aircraft reaches FL140 which ever isearlier. However ACC sectors and Approach Control may affect transfer of control at anyother agreed point. For this purpose position coordination shall be ensured

4.12.4 The Approach Controller shall not give climb to an aircraft above the level last assignedby the concerned Planner / Area Controller without prior approval and coordination.

4.12.5 The Approach Controller may impose additional restrictions on departing flight, if necessary to the extent that it does not change the initial ATC clearance issued by thePlanner / Area Controller unless prior coordination has been effected to that effect.

4.12.6 Approach Controller shall ensure that departing aircraft are established on their assignedroutes before transfer of control. Whenever this is not practicable he shall ensurestandard separation between aircraft, and facilitate climb through radar vectors.Coordination shall be affected well in time.

4.13 EMERGENCIES: All emergencies shall be handled as per concerned SOPs.




01/06/2011 5-1 MNL-002-LAAT-2.0

Chapter 5

AERODROME CONTROL SERVICE

5.1 AERODROME CONTROL SERVICE: Aerodrome Control Service shall be provided by qualified Aerodrome and Ground Movement

Controllers in the vicinity and on the manoeuvring / movement area of aerodrome at AIIAPLahore.

5.2 OPERATION:5.2.1 The following units shall be involved in Aerodrome operations at AIIAP Lahore:

5.2.1.1 Aerodrome Control Tower.2.2.1.2 Ground Movement Control.

5.3 AREA OF RESPONSIBILITY:5.3.1 Following areas fall under the responsibility of Aerodrome/Ground Movement Controllers

5.3.1.1 Aerodrome Circuit of Lahore Airport including.5.3.1.2 Manoeuvring / Movement area of AIIAP Lahore (Aerodrome / Ground

Movement Controller).

5.4 AIRSPACE CLASSIFICATION (AERODROME TRAFFIC ZONE): Aerodrome traffic circuits of Lahore falls in class ³C´ Airspace.

5.5 DUTIES OF AERODROME CONTROLLER: 5.5.1 The Aerodrome Controller shall be responsible for:

5.5.1.1 Issuing clearances, instructions and information to aircraft/vehicles under his/her control to achieve a safe, orderly and expeditious flow of air traffic andpreventing collisions between:5.5.1.1.1 Aircraft flying in the vicinity of aerodrome,5.5.1.1.2 Aircraft in the landing and take-off phases,5.5.1.1.3 Aircraft operating on the manoeuvring area immediately

before/after entering/vacating runway,5.5.1.2 Taking over the position by log-in through assigned user ID and password.5.5.1.3 Displaying correct page on VCCS monitor for communication.5.5.1.4 Will select TWR SDD on MONO radar range 32 NM around Lahore for traffic

awareness which will be utilized for efficient management of Aerodrometraffic,

5.5.1.5 Aircraft information on SDD shall not be used by the TWR Controller at his

own initiative for the purposes of release of departures from AIIAP & OPLH,5.5.1.6 Release of departure from OPLA or OPLH shall be coordinated with Approach

unit as per the existing procedures.5.5.1.7 Clocks in the unit shall be synchronized, when required, with the GPS clock of

the ATM system,5.5.1.8 Aircraft and any obstructions/vehicles/personnel on or close to the runway.5.5.1.9 Coordination with ATS/Other units as required under existing procedures.5.5.1.10 Obtaining and delivering ATC clearance/instructions to aircraft including those

operating from adjacent airfield when SSR / FDP and / or FPL of the aircraftare not available.

5.5.1.11 Maintaining close liaison with Walton ATC.5.5.1.12 Issuance of ATC Clearance to departures from OPLH when SSR, FDP and

FPL of the aircraft available in the system.5.5.1.13 Ensuring correlation of departures with ³ATD function´ of the flight plan for

automatic origination of departure message whenever correlation is donemanually.

5.5.1.14 Providing alerting service and to take appropriate action when aircraft areknown to or believed to be in need of assistance in accordance with laid downprocedures.

5.5.1.15 Maintain Aerodrome Controllers logbook and ensure that matters of significantimportance are properly/timely logged Will ensure correct page display onVCCS monitor.

5.5.1.16 Ensure that all instructions issued by COO/RFC/Team Leader from time totime are complied with.




01/06/2011 5-2 MNL-002-LAAT-2.0

5.5.1.17 Keep a close liaison with airside office regarding cleaning, inspection andserviceability of Runways/Taxiways/Apron/Strips.

5.5.1.18 Any other related duty assigned by Team Leader . 5.6 DUTIES OF GROUND MOVEMENT CONTROLLER:

5.6.1 The Ground Movement Controller shall be responsible for:-5.6.1.1 Regulating activities and movement of aircraft, vehicles and other traffic under

his control to achieve safe, orderly and expeditious flow of air traffic and to

prevent collision between: 5.6.1.1.1 Aircraft and other traffic on the apron, taxiways and parking

area,5.6.1.1.2 Aircraft and obstructions on the apron, taxiways and parking

area,5.6.1.2 Regulating activities and movement of vehicular/other traffic on Apron,5.6.1.3 Obtaining and delivering of ATC clearance / instruction to aircraft operating

from AIIAP when SSR / FDP and / or FPL of the aircraft are not available5.6.1.4 Coordination with ATS/other units as required under appropriate procedure,5.6.1.5 Allocating parking stands for arriving and departing flights in coordination with

Ground Movement Controller,5.6.1.6 Plan and make allotment of parking stands especially on remote area in

efficient manner for their best utilisation,5.6.1.7 Co-ordinate all VVIP/VIP movement in a most efficient manner with various

operating agencies,5.6.1.8 Whenever situation arises the Airside office will immediately be appraised for the deployment of bird shooter(s) at the required position.

5.6.1.9 Switching on/off Aeronautical Ground lights operating from control tower,5.6.1.10 Ensure serviceability of all direct lines, telephones and circuits to be used in

emergency or otherwise.5.6.1.11 Any other duty assigned by Team Leader, RFC or COO,5.6.1.12 Issuance of ATC Clearance to departures from AIIAP when SSR, FDP and

FPL of the aircraft available in the system

5.7 CIRCUIT HEIGHT OF LAHORE AERODROME TRAFFIC ZONE: Circuit height for all aircraft with all up-weight of 12500 lbs. or less is 1000 feet and for all other aircraft 1500 feet unless otherwise specified.

5.8 SIMULTANEOUS USE OF PARALLEL RUNWAYS:Simultaneous landing on parallel Runways 36R & 36L or 18L & 18R are not permitted.

5.9 AERODROME OPERATION IN POOR VISIBILITY CONDITIONS (LOW VISIBILITYPROCEDURES): 5.9.1 The Aerodrome Controller shall not declare the aerodrome below/above minima. If the

visibility at the airfield reduces to / below the established minima for takeoff /landing andas alternate aerodrome declared by HQCAA, ACC and Approach Control shall beinformed immediately. Detailed instructions are written on Page 5-11 Para 5.19.

5.9.2 In case any civil aircraft operates below the specified minimum visibility criteria, the Aerodrome Controller shall make a log entry and inform Team Leader, who will informthe following:

5.9.2.1 Director Operations5.9.2.2 General Manager ATS5.9.2.3 APM AIIAP, Lahore5.9.2.4 Dy. APM AIIAP, Lahore5.9.2.5 Chief Operations Officer

5.9.2.6 Radar Facility Chief 5.9.3 A signal addressed to Director Operations, G.M ATS, President SIB, Chief Flight

Inspector shall also be originated by Team Leader.5.9.4 Extreme care shall be taken in issuing Taxi/Towing permission to aircraft during poor

visibility. If possible position of the first aircraft be ascertained before clearing other onthe same taxi route.

5.9.5 Runway clearance report / taxiway crossing report where needed be obtained on RTfrom aircraft.

5.9.6 A follow-me van may be used for guidance where needed.




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5.10 INFORMATION ON RUNWAY IN USE & WIND CONDITIONS:5.10.1 It is the responsibility of Aerodrome Controller to inform PFIO, Planner / Area Controller,

and Approach Controller about surface wind at Lahore Airport when it exceeds 25 ktsand when the direction is different by more than 45 degrees of the landing direction.Cross wind component shall in such circumstances be given to all arriving and departingaircraft. Whenever pilots are informed of runway in use the surface wind direction and itsspeed should invariably be passed. It should be ensured that, in case the runway is

changed, the surface wind direction and the speed are also passed. It is possible that thepilots may request to land on runway other than the runway in use. Such requests maybe acceded-to-if consistent with the safety of aircraft and traffic conditions. The Aerodrome Controller shall keep Lahore ACC and Approach informed of the active

runway and the impending runway changes at Lahore/Walton airfield. Aerodromecontroller shall also remind PFIO of amending the ATIS when circumstances so require.

5.10.2 Aerodrome controller shall ensure feeding of correct RWY-in-use in the system fromFDA position

5.11 OPERATION OF ANEROID BAROMETERS IN CONTROL TOWER:Reading of Aneroid Barometers provided in Control Tower shall be taken by duty AerodromeController once in duty time. A corrective index of +0.6 to be added to the reading obtained andthe QNH value thus achieved shall be compared with that provided by the MET and recorded inthe logbook.

5.12 VEHICULAR TRAFFIC ON THE MOVEMENT AREA:

5.12.1 No vehicle shall be allowed to operate on the apron without valid Apron Vehicle Permit(AVP). Vehicle shall be driven by a licensed driver holding a valid Apron Driving Permit(ADP). The vehicle shall remain within the area marked for vehicular traffic and willconform to the rules and regulations/instructions issued from time to time. Airsideinspectors shall be responsible to carry out checks on the vehicles operating on theapron and report any violation of the rule/instructions by the drivers to the GroundMovement Controller/Manager Airside, who will take necessary action as deemednecessary and make a report to C.O.O.

5.12.2 It is mandatory for all vehicular traffic proceeding towards runway to obtain Clearancefrom Control Tower by visual signal or R/T, before entering on the Runway /Taxiway.Such clearance shall be obtained regardless of any prior permission obtained from and /

or arrangements made with Control Tower. Since this procedure has been adopted inview of flight safety, hence there is no exception to this rule for any one.

5.12.3 All vehicular traffic shall obtain prior clearance from Control Tower before Operating on

manoeuvring area outside the area marked for vehicular movement.5.13 RECALL OF DEPARTING AIRCRAFT BY OPERATING AGENCIES AT THE

AIRPORT: No departing aircraft, whether taxing out or in-flight, shall be called back at the request of ASF /Customs / Immigration / Health authorities / APM unless such request is received on one of therecorded telephone and followed by a written request duly signed by an authorised official. TheDuty Air Traffic Controller shall immediately inform COO / GM ATS / D. Ops and request Appropriate ATS Authority i.e. DGCAA for permission / approval. In case the aircraft is onground, its start up or departure clearance shall be cancelled. In case the aircraft is in flight the

message so received from the concerned authority shall be conveyed to the Pilot-in-Commandimmediately and intentions be sought.

5.14 MANEUVERING AREA 5.14.1 CLEARANCE OF MANEUVERING AREA

For the purpose of cleanliness of the maneuvering area runway sweeper call sign

³Romeo Sierra´ fitted with 121.8 MHz has been provided which will operate under thedirect control of Aerodrome/Ground Movement Controller in accordance with the laiddown procedures. The runway sweeper will operate daily during day and its un-serviceability including un-serviceability of its radiotelephony should be properly loggedand included in the daily IOU report. A team of apron labour will be under the control of Manager Airside and will work under the supervision of duty manager airside who hasbeen detailed for the purpose.

5.14.2 TAXIWAY OPERATIONS / CLEARANCETaxiway clearance shall include the taxiway designator through which the aircraft is toproceed to the runway. Boards indicating the taxiway designator have been provided.During night time it may not be possible for the aircraft to see the boards, therefore,




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aircraft may be given appropriate taxi clearance to follow the green lights-turn left/or right,etc.

5.14.3 VEHICULAR TRAFFIC ON THE MOVEMENT AREA5.14.3.1 No vehicle shall operate on the apron without valid apron vehicle permit and

the vehicle shall be driven by a licensed driver holding a valid apron drivingpermit. The vehicle shall remain within the area marked for vehicular trafficand will conform to the rules and regulations laid down in relevant circular and

according to instructions issued from time to time. Duty Manager Airside shallbe responsible to carry out checks on the vehicles plying on the apron andreport any violation of the rules/instructions by the drivers to the Aerodrome/Ground Movement Controller. Duty Manager Airside will takenecessary action as deemed fit and make a written report to C.O.O/MAS.

5.14.3.2 It is mandatory for all vehicular traffic proceeding towards the runway to obtainclearance by visual signal or R/T from control tower, before entering therunway. Such clearance by visual signal and/or R/T has to be obtainedregardless of any prior permission obtained from and/or arrangements madewith control tower. Since this procedure has been adopted in view of flightsafety, therefore, there is no exception to this rule for any one.

5.14.3.3 All vehicular traffic shall obtain prior clearance from control tower beforeoperating on the maneuvering area

5.14.4 PARKING OF AIRCRAFT

5.14.4.1 CHARACTERISTICS OF PARKING BAYSStand No 1 : Upto A300Stand No 2,3,4,5,6,7,8,9,10 and 21, 22 : Upto B747Stand No 11,12,13,14,15,16,17,18,19,20 : Upto A300Stand No 23 : Upto B707Stand No 24 : Upto B737Stand No 25, 26 : Upto A300Stand No 27,28,29,30 : Upto B737Stand No 1 to 20 : Refueling StandStand No 3 to 9 : with Aero Bridge

FacilityStand No 3, 4,5 : International

Stand No 6 : International/DomesticStand No 7, 8, 9 : DomesticNote: - Stand No 6 and 7 may be used in case arriving aircraft is operating asInternational and departing as Domestic or vice versa.

5.14.5 GENERAL AVIATION PARKINGGeneral Aviation aircrafts will be parked at their respective hangers or Jet Apron.However aircraft departing with passengers may be parked on remote bays at NTCL Apron.

5.14.6 VVIP / VIP Parking5.14.6.1 NTCL APRON

Stand No 6 will be used for parking of aircraft carrying VIP/VVIP on board. Incase of VVIP movement stand No 5 and 7 will be kept vacant.

5.14.6.2 OLD APRONIn coordination with PAF Air Movement Stand No 27 or 26 will be used for parking of aircraft carrying VIP/VVIP. In case of VVIP, stand No 26 to 30 willbe kept vacant.

5.14.6.3 INFORMATION ON PARKING OF AIRCRAFT TO FIRE STATION ETA¶s and bay numbers of arrivals shall be passed to the Fire Station at least15 minutes before the arrival time. In case bay allotment is to be made on thespur of the moment due to unavoidable circumstances, the marshaller shallbe advised who in turn shall inform the airline operator accordingly. However,last minute changes in the allotment of bays should be avoided as far aspracticable since the same is likely to create confusion as well asinconvenience to the airline concerned in moving their ground equipment/staff from one bay to another

5.15 USE OF OPERATIONAL VEHICLEThe operational vehicles/Follow-Me vans available at the Fire Station shall be directly under thecontrol of Aerodrome / Ground Movement Controller for use on the maneuvering area for




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operational purposes. These vehicles shall not be sent outside this area without the permissionof the COO except in an emergency.

5.16 AERONAUTICAL GROUND LIGHTS5.16.1 The operation of all aeronautical ground lights shall be checked every evening by the

duty Electrician who will submit the un-serviceability details to the Aerodrome Controller.5.16.2 The Aerodrome Controller will record the un-serviceabili ty details in duplicate in the

Performa provided in control tower, for this purpose.

5.16.3 One copy of the un-serviceability report should be sent to the Area Controller Proceduresoon after completion and the other one to C.O.O next morning.

5.16.4 The Un-serviceability of lights shall be entered in the register provided for the purpose inTower, mentioning the type, number, location of lights, its un-serviceability and

serviceability times and any action taken to get the faults rectified.5.16.5 The aeronautical ground light registers provided in control tower should be sent to the

office of COO every Monday.5.16.6 Irrespective of the check of the aeronautical ground light carried out every evening,

checks should also be carried out at the time of taking over watch.5.16.7 Any un-serviceability in the AGL shall be rectified by the duty electrician. In case the

electrician on duty fails to rectify the fault, Electrical Supervisor, C.M Electrical are to beinformed. In case of fault persisting for a longer period, COO and the G. M. E/M shall beinformed immediately.

5.16.8 The use of intensity of Approach and runway lights shall be as follows:-

Runway Visibility Intensity Stage Percentage1. Less than 550 meters 5 Max 100%2. Between 550 & 1100 meters 4 30%3. Between 1100 & 2000 meters 3 10%4. Between 2 KM & 5Km 2 3%5. Greater than 5Km Minimum 1%

5.16.9 OPERATION OF APPROACH LIGHTS Approach lights shall be switched ³ON´, five minutes prior to the ETA of the aircraft andshall remain lighted through out the approach until the aircraft has landed or hasrequested that they be turned off; provided the aircraft remains in contact with the stationfor at least 15 minutes before ETA till the time of landing. If no R/T contact is establishedor if the contact is lost, the lights will be turned on 15 minutes before the ETA or time of losing contact whichever is earlier. During the time when the approach lights of therunway to be used are lighted, the runway lights and threshold lights shall also be

lighted.5.16.10 RUNWAY AND THRESHOLD LIGHTS5.16.10.1 ARRIVING AIRCRAFT

Runway lights shall be turned ³ON´, five minutes before the ETA of the aircraftand shall remain lighted until the landing aircraft has cleared the runway,unless otherwise requested by the aircraft using the runway, provided theaircraft remains in contact with the station from at least 15 minutes beforeETA to the time of landing. If no R/T contact is established lights will be turnedon 15 minutes before ETA or time of losing contact whichever is earlier, andshall remain lighted until the landing aircraft has cleared the runway.

5.16.10.2 DEPARTING AIRCRAFTRunway lights shall be turned ³ON´ before the departing aircraft commencestaxi for the purpose of take-off, and shall remain lighted for at least 5 minutesafter take-off provided the aircraft remain in R/T contact with the station up toat least 15 minutes after departure. During these 15 minutes the lights will beturned ³ON´ whenever R/T contact is lost. During the time when the runway

lights are operating the threshold lights of the runway to be used shall also belighted.

5.16.11 PERSONS ON BOARD (DEPARTING FLIGHT)Duty Aerodrome Controller shall obtain information regarding total persons on board theaircraft before departure of each flight, which is of vital importance for rescue operation.This information will be passed to the duty ACC (P) Controller who will record it on therelevant Basic Form No. CAA 076 and the flight plan of the flight.

5.16.12 TAKEOFF FROM INTERSECTION POINTThere is no procedural restriction for take off from an intermediate part of a Runwayprovided pilot in command (who is responsible to ensure that aircraft will be able to




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accomplish take off within the remaining length of runway excluding the stop way) hasrequested for such take off. Since actual length required for take off of a particular typeof aircraft on a particular occasion is usually not known to ATC therefore, it is notpossible for the Aerodrome Controller to initiate take off authorization from anintermediate part of the runway. Therefore whenever a request is made by the pilot for take off from an intermediate point of the runway it should be approved provided trafficconditions permit for such take off.

5.16.13 AERODROME OPERATING MINIMA5.16.13.1 The Controllers shall: -5.16.13.1.1 Not declare the Airfield above or below minima for landing or

take off.5.16.13.1.2 Pass landing/takeoff clearance based on traffic conditions,

Runway conditions and any other factor essential for flightsafety.

5.16.13.1.3 Furnish the current visibility/RVR (in case of bad weather) andactual weather conditions to the aircraft

5.16.13.2 Pilot in command will be solely responsible for adhering to his minimaapproved by CFI, CAA, accordingly he shall apprise the ATC about hisintention.

5.16.14 OPERATION OF NON ± SCHEDULE AIRCRAFT WITHOUT TOW BAR5.16.14.1 All non-schedule aircraft are to carry tow bar on board. All non-scheduled

flights must be asked on R/T by the approach controller about the availabilityof tow bar. In case any non-scheduled flight operates without tow bar thenunder mentioned action will be taken by aerodrome controller: -5.16.14.1.1 The handling agent will be asked regarding the availability of tow

bar.5.16.14.1.2 Aircraft will be parked short of normal parking position from

where she can taxi out at her own power.5.16.14.2 Aircraft will be given taxi clearance under own power when all aircraft parked

in the vicinity, and likely to be damaged due to it¶s blast are well clear fromthis aircraft.

5.17 INSTRUCTION (GUIDELINES) FOR CONTROL / ERADICATION OF BIRDACTIVITIES5.17.1 INFORMATION TO PILOTS ABOUT BIRD HAZARD

Advance information to the pilots about the presence of birds in the vicinity of an airport

is of great significance, because it enables them to take timely evasive action. Theprominent elements of such information are: -5.17.1.1 Their direction, and approximate distance from Control Tower.5.17.1.2 Direction and approximate distance from threshold or end of runway (in case

bird activity is seen on final approach or in the take-off path).5.17.1.3 Vertical range.5.17.1.4 Direction of movement and progressive position (on request from pilot or on

Controller¶s own initiative).5.17.1.5 The number and pattern of bird presence i.e. whether they are flying

individually or in flock. 5.17.2 RESPONSIBILITY OF ATCO (TOWER)

Normally, it is the responsibility of the pilot-in-command of the aircraft to avoid collisionwith birds. However, small birds cannot always easily be spotted from the cockpit,particularly in restricted visibility. Thus it is the duty of an Air Traffic Control Officer in the

tower to scan the area with binoculars and inform the pilot if and when a bird is or likelyto come in the flight path. He should keep on guiding the pilot about the hazard till hissafe take-off / touchdown.

5.17.3 GUIDE-LINES FOR ATCO (TOWER) Air Traffic Control Officer on duty in the tower shall adhere to the following procedures: -5.17.3.1 Maintain a continuous watch on all visible flight operations at, and in the

vicinity of the Airport.5.17.3.2 Exercise a continuous vigilance for birds in the airspace of the airport.5.17.3.3 Obtain information in respect of birds from the Airport Safety Services

personnel on duty.




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5.17.3.4 Initiate action to shoot down and / or disperse birds before an aircraft takes off or lands.

5.17.3.5 Provide timely information to the pilot about presence of birds so that he canpromptly locate them and take evasive action.

5.17.3.6 Follow, flight path of the aircraft and movement of the birds in order to keepthe aircraft warned.

5.17.3.7 Delay departure or landing of an aircraft when considered necessary.

5.17.3.8 At airports where established traffic patterns and air traffic conditions permit,every endeavor is to be made to transmit to the pilot the take off / landinginstructions in such a manner that the flight path of the aircraft is kept safeand well clear of the birds.

5.17.3.9 Use binoculars to scan the runways, final approach area and take off / climbareas.

5.17.3.10 Inspect runways frequently, particularly at dawn, before sun-set, after rainsand prior to aircraft movement.

5.17.4 QUADRENNIAL DIVISION OF AIRPORT TRAFFIC ZONEFor the purpose of giving reports of location of birds spotted in the vicinity of airports, theairspace within the Aerodrome Traffic Zone is to be divided into 4 sectors (quadrants) asunder: -Sector /(Quadrants) Bearing From Control Tower North ± East / Quadrant ± I 000 ± 089 degrees

South ± East / Quadrant ± II 090 ± 179 degreesSouth ± West / Quadrant ± III 180 ± 269 degreesNorth ± West / Quadrant ± IV 270 ± 359 degrees

5.17.5 MANNER OF TRANSMISSION OF INFORMATIONIt is necessary to follow a standard form of transmitting the relevant information to a pilot.For instance, if birds have been observed at an approximate height of 1000 ft. on abearing of about 140° degree from Control Tower and at a distance of approximately 4miles, shall be transmitted in the following manner: -

³Caution ± birds 4 miles in South ± East Sector at 1000 ft.´ 5.17.6 RECORDING / REPORTING OF BIRD STRIKE INCIDENTS

5.17.6.1 All bird hit incidents shall be duly recorded in a logbook specially maintainedfor the purpose. The following actions will be taken in addition: -

5.17.6.1.1 The pilot is to be informed regarding any bird hit suspected bythe Air Traffic Controller even if he has not reported.

5.17.6.1.2 Runway inspection is to be carried out after suspected or actualbird hit report.

5.17.6.1.3 DATCOs should be prepared for any emergency e.g. request for priority landing by aircraft after having a bird strike.

5.17.6.1.4 ICAO specified Bird Strike Reporting Form is to be completed bythe pilot concerned, after landing. The duty Air Traffic Controller shall also complete this form when:

y The report is not initiated by the pilot and an aircraftis observed to have encountered a bird hit; or

y The report is filed by the aircraft in flight.5.17.6.1.5 The completed forms along with comments of the Airport

Managers shall be sent to HQCAA (ATS Branch) for disposal.5.17.6.1.6 In order to obtain a bird eye view shooting activities at airports,

and for the purpose of statistical record, a consolidated

statement as per Proforma ATS/RCN/122 is required to besubmitted by all airports. The return in duplicate should reach

HQCAA before 10th

day of every month with a copy endorsed tothe CFRO. (A Bird Hit incident logbook is placed in Tower).

5.17.6.1.7 The bird activity considerably increases with the on set of Monsoon Season. The bird activity on the manoeuvring area ispotential hazard to safe operation of aircraft. It is, therefore,essential that positive measures be adopted to scare off thebirds from the manoeuvring area specially the runways.




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5.17.7 PROCEDURES / INSTRUCTIONS LAID DOWN AS GUIDELINES5.17.7.1 Duty Manager Airside (DMAS) shall deploy bird shooters on the airfield so

that full length of runway and the approach areas are manned by birdshooters.

5.17.7.2 Deploy Runway Sweeper along with DATCO / DMAS / AATCO at 0500 hrs tosweep out the dead insects around runway lights collected during the night.

5.17.7.3 The bird shooters are to report in DMAS office in proper uniform at least 15

minutes prior to commencement of their duty.5.17.7.4 The bird shooters will collect and hand over the cartridges to DMAS at hisoffice, change over of guns/shift will be done there.

5.17.7.5 No bird shooter will leave his place of duty unless properly relieved or permitted by DATCO / DMAS (short leave in emergency only).

5.17.7.6 The DMAS is to ensure that all Bird Shooters remained in the area of their duty and scare/shoot birds.

5.17.7.7 Team Leader / DMAS or any officer assigned by the Team Leader willconduct surprise visit to check the bird shooters.

5.17.7.8 In case of heavy Bird Activity the Shift Manager will deploy one additionalofficer with DMAS along the runway to supervise the work of bird shootersand keep the liaison with the Control Tower.

5.17.7.9 The Team Leader / DMAS or Any other Officer assigned by Team Leader willinspect the runway at dawn and if bird activity is observed will remain

positioned on the runway to take suitable action for bird scaring. He willremain in contact with Control Tower to give advise to the AerodromeController during landing / takeoff movement of aircraft.

5.17.7.10 The Shift Incharge of Bird Shooters of morning shift will report to DMAS officeregarding any unserviceability of the guns at time of reporting for duty.

5.17.7.11 The afternoon Shift Incharge of Bird Shooters will report to DMAS office atcease of duty about defects in the guns (if any) deployed during the day.

5.17.7.12 Airside officer/inspector should visit and verify evidence of bird hit incoordination with concerned operator as aircraft operators are required toshow evidence of bird hit to airside managers/inspectors at the airports videletter HQCAA/1905/SIB dated 29th May, 2002.

5.17.8 ADDITIONAL GUIDELINES

5.17.8.1 One Bird Shooter is essentially deployed in the approach area, who willposition himself near fencing.

5.17.8.2 Proper watch is maintained on the movement of birds and bird shooters bedeployed accordingly by DMAS.

5.17.8.3 In the event of heavy birds activity information to this effect be fed in ATIS and Approach controller be informed.

5.17.8.4 R/T fitted vehicle be deployed particularly during early morning hours to patrolon the Runway, efforts should be made so that birds do not rest on themaneuvering area.

5.17.8.5 The birds have tendency to sit on the taxiways, which may be ingested intothe taxiing aircraft¶s engines. In such case a vehicle be detailed to run aheadof the taxiing/in-out aircraft, which will scare the birds away.

5.17.8.6 Runway other than, runway in use may be suggested to the arriving /departing aircraft if the birds activity is observed in the final approach / take-off areas. Prior coordination with approach control be affected when taking suchaction. GMC will update approach control regarding bird activity.

5.17.8.7 Ground Movement Controller will inform DMAS of the bird activities over andaround the airfield. DMAS will ensure deployment of vehicles on the runwayfor continuous patrolling for scaring and eradication of birds before issuingclearance for each arrival and departure.

5.17.8.8 Use of crackers to scare off hovering birds is an effective tool.5.17.8.9 All Aerodrome Ground Lights (AGL) particularly runway lights during night

should be used sparingly to avoid collection of insect around it.5.17.8.10 Arrange prompt clearing of rainwater from the runway/taxiways and aprons.

NOTE: - Most of the time bird activity is observed at dawn/sunrise anddusk/sunset following rainy days and at the end of rainfalls. Aerodrome Controller shall bring these instructions to theknowledge of bird shooters.




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5.17.9 REMOVAL OF VEGETATION / GRASS5.17.9.1 To control and maintain the vegetation at desired level as per ICAO

recommendation i.e. height 6//- 9

//not exceeding 9

//,following shall be done.

5.17.9.2 Horticulture Supervisor along with staff who are primarily responsible for mowing and cutting of vegetation will report to DMAS daily for coordinationwith control tower regarding deployment of labourer/staff and Tractor. DMASand horticulture supervisor will mark the area to be cleared and detail the

staff.5.17.9.3 During arrival/departures tractor/labourer deployed on the maneuvering areawill be kept clear of runway and be placed at a safe distance equivalent to taxiholding position i.e. 90 meters or 300 feet from edge of Runway. Nothingshould be placed close to Runways during Arrival/Departures of aircraft.

5.17.9.4 During grass mowing lot of bird activity is observed, thus to ensure flightsafety, vehicle along with bird shooters is to be placed at the site to ensurescaring off birds and if necessary mowing to be stopped well beforearrival/departure.

5.18 LOW VISIBILITY PROCEDURES AND HUMAN RVR5.18.1 PURPOSE

Low visibility condition (generally caused due to fog. When Runway Visual Range (RVR)is less than 550 meters but not less than 350 meters which will prevail during ILS-CAT-IIoperations need special procedures to be implemented for effective control of:

5.18.1.1 Pedestrian and vehicle from entering into the runways and taxiways.5.18.1.2 Protection of ILS critical/sensitive area from interference.5.18.1.3 Safeguarding the aircraft taxiing5.18.1.4 Safeguarding the parked aircraft.5.18.1.5 The procedures and measures for low visibility have been accordingly

formulated for compliance of all concerned.5.18.2 REFERENCES

5.18.2.1 ICAO Annex-145.18.2.2 Airport Services Manual DOC-9137 (Part-8).

5.18.3 PRECISION APPROACH RUNWAY CAT-II An instrument runway served by ILS and visual aids intended for operation with adecision height 200 feet but not lower than 100 feet and a runway visual range not lessthan 350 meters. Runway 36R is precision approach runway CAT-II.

5.18.4 OPERATIONAL REQUIREMENTS FOR ILS CAT-II OPERATION

5.18.4.1 COMPONENTS OF INSTRUMENT LANDING SYSTEM (ILS)5.18.4.1.1 Localizer 5.18.4.1.2 Glide Path5.18.4.1.3 ILS-TDME5.18.4.1.4 Middle Marker 5.18.4.1.5 Outer Marker In the event of failure of any of the component, downing of the category shalltake place. Failure of any component shall be reported to the pilotimmediately to initiate action according to his SOP.

5.18.4.2 VISUAL AIDS LIGHTS5.18.4.2.1 Precision Approach lights

5.18.4.2.2 Sequence Flasher Lights5.18.4.2.3 Runway Threshold Lights5.18.4.2.4 Runway Centreline Lights5.18.4.2.5 Touch Down Zone Lights5.18.4.2.6 Stop Bar Lights

5.18.4.2.7 Runway Edge Lights5.18.4.2.8 Runway End Lights

5.18.4.2.2 The failure of the visual aids for landing or failure of thesecondary supply shall be reported immediately to the Pilot.

5.18.4.3 SIGNS AND MARKINGProper mandatory and information signs and markings are provided onrunway/taxiways, as per specification of Annex-14

5.18.4.4 METEOROLOGICAL EQUIPMENT 5.18.4.4.1 Surface wind speed and direction indicator 5.18.4.4.2 Runway Visual Range equipment.




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5.18.4.4.3 The above equipment shall continuously provide currentmeteorological data on an indicator provided in the aerodromecontrol tower.

5.18.4.5 SECONDARY POWER SUPPLY FOR THE RUNWAY LIGHTING SYSTEMNo break power system is available as per specification of Annex-14.

5.18.4.6 LOW VISIBILITY OPERATIONSThe low visibility procedure for ILS CAT-II shall be enforced whenever RVR

monitor for Runway 36R end or mid, shows RVR 800M or less and/or if theceiling or vertical visibility is reported to be less than 300 feet and/or if thelanding weather forecast expected further deterioration or RVR/lowering of ceiling.

5.18.4.7 ACTION BY DUTY AERODROME CONTROLLER5.18.4.7.1 Duty aerodrome controller shall check whether the ILS, airfield

Lighting system and MET installation are properly serviceable.5.18.4.7.2 Operation jeep along with Duty Manager airside will be deployed

on the airside to check any trespassing in ILS sensitive andcritical areas.

5.18.4.7.3 Follow-me van will be deployed on apron and service roads tocheck unauthorized movement of the vehicle / pedestrians.

5.18.4.7.4 When RVR reading reduced to 800 meter or below and/or theceiling is less than 200 feet, in consultation with Team Leader,

ATC shall commence ILS-CAT-II operation using thephraseology ³ LOW VISIBILITY PROCEDURE IN OPERATION´and notify the following: -5.19.4.7.5 INTERNAL

All aircraft in contact with Tower. COO MAS DMAS PFIU Approach Controller Area Controller Fire Section

ECR Complaint E & M

5.18.4.7.6 EXTERNAL

y ASF

y MET

y Schedule Airline Operators

y Handling Agents5.18.4.7.5 Deploy Follow Me van on the apron to control the vehicles.5.18.4.7.6 Shall not allow any vehicle to cross Runway, Taxiway.5.18.4.7.7 Operate Stop bar lights for aircraft guidance as appropriate.5.18.4.7.8 Operate the airfield lighting system according to the SOP.5.18.4.7.9 Keep PFIU update about weather changes.5.18.4.7.10 ATIS Broadcast be kept updated.

5.18.4.8 ACTION BY APPROACH CONTROLLERPlan traffic and exercise control to ensure that during the ILS CAT-IIoperation: -

5.18.4.8.1 A departing aircraft has crossed the localizer antenna before thearriving aircraft has descended below 60 meters (200 feet) i.e.approximately one mile from threshold RWY 36R.

5.18.4.8.2 Preceding arriving aircraft after landing has cleared the localizer critical and sensitive area prior to the succeeding arrival hasreached 2 miles from threshold RWY 36R.

5.18.4.9 ACTION BY PRE-FLIGHT INFORMATION UNIT (PFIU)Initiate NOTAM action in case of malfunctioning of any equipment related toILS CAT-II operation in consultation with COO.




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5.18.4.10 ACTION BY DUTY MANAGER AIRSIDE5.18.4.10.1 He will ensure that all works, which are being carried out on

movement area, are stopped and all machinery/equipment hasevacuated the area.

5.18.4.10.2 Will position himself short of ILS sensitive/critical areas to safeguard any infringement of prohibited/restricted area.

5.18.4.11 ACTION BY DUTY ENGINEER/EQUIPMENT CONTROL ROOM (ECR)

Ensure smooth functioning of ILS and RVR equipment. Any un-serviceabilityshall be reported to Aerodrome Controller immediately.5.18.4.12 ACTION BY TEAM LEADER FIRE STATION

5.18.4.12.1 Shall ensure that Fire Fighting staff is kept in a state of readiness to meet any emergency.

5.18.4.12.2 In case visibility is expected to reduce to the extent thatresponse time cannot be met, the RFF vehicles may bepositioned at ³Z´ Bay well in time to meet any emergentrequirement.

5.18.4.13 ACTION BY IN CHARGE E&M SECTIONShall ensure serviceability of equipment mentioned in 2

.1.3.4.2 and to reportany un-serviceability immediately to aerodrome controller.

5.18.4.14 ACTION BY DUTY FORECASTING OFFICER MET5.18.4.14.1 Inform aerodrome controller regarding changes or expected

changes in weather along with weather trend.5.18.4.14.2 Ensure smooth functioning of meteorological installationsserving control tower.

5.18.4.15 ACTION BY COMPANY COMMANDER ASF5.18.4.15.1 To ensure that airside access of persons and vehicles are

restricted.5.18.4.15.2 Stop all entries to airside via South/North gate of Runway.5.18.4.15.3 To ensure that ASF staff shall not cross any taxiway/runway and

ILS sensitive/critical area.5.18.4.15.4 ASF staff will notify any person/vehicle close to parameter fence

to control tower.5.18.4.16 ACTION BY AIRLINES OPERATIONS/ HANDLING

AGENCIES/REFUELING AGENCIES5.18.4.16.1 All drivers and other personnel authorized to operate on the

movement area to drive with utmost care.5.18.4.16.2 All non-essential personnel vehicles/equipment are to withdraw

from movement area.5.18.4.16.3 Personnel deployed for driving duties on airside will operate

their vehicle / equipment at a speed at which timely action ispossible to avoid an incident and should switch on all the vehiclelights required at night or during day in low visibility.

NOTE: - All vehicles to operate on movement area must be equippedwith fog lights during foggy season.

5.18.4.17 PROCEDURE FOR DETERMINATION OF RVR BASED ON HUMANOBSERVATION5.18.4.17.1 The Human RVR observation shall be taken at intervals of one

hour when visibility is less than 1500 meters. Theseobservations along with timings shall be recorded in the tower

controller logbook.5.18.4.17.2 Human RVR shall in particular be obtained before each arrival /

departure when visibility is 800 meters or less.5.18.4.17.3 The Senior ATC assistant along with MET observer/official shall

be deployed for obtaining the human RVR values.5.18.4.17.4 The observations shall be taken from threshold runway 36 by

counting the number of visible runway edge lights and thenmultiply it by 60. This will give human RVR values in meters.

5.19 EMERGENCY LANDING5.19.1 The Aircraft arriving with emergency or radio communication failure, runway, approach

lights shall be switched on 15 min. before ETA until aircraft has landed and emergency isover.




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5.19.2 Desk provided for airfield lighting control display shall be monitored by aerodromecontroller to ascertain the satisfactory performance of lights and their functioningaccording to intensity selection. To supplement this system visual inspection will also becarried out from time to time, as this will be conducive in maintaining awareness of operational status of lighting system.

5.19.3 Proper reflection of un-serviceability is directly concerned with operations, therefore,monitoring to certain reliability is essential. On receipt of information indicating a fault in

lights or in control panel aerodrome controller shall take immediate action as iswarranted to safe guard any affected aircraft or vehicle and also approach theMaintenance Branch for rectification of fault with appraisal to chief operation officer AIIAP and for IOU report.

5.19.4 Henceforth it is decided that for proper assessment of airfield lighting sytem arepresentative of Airside will accompany the E&M staff who will inspect the runwaylights. A light shall be declared un-serviceable if its intensity falls below 50% of theaverage intensity.

5.19.5 To maintain optimum level of serviceability of visual aids as per ICAO standardrequirement for smooth flight operation and to avoid controversy, it is decided thathenceforth, daily, duty E/M official responsible for AGL inspection at or after sunset willcoordinate with duty manager airside prior to proceeding for inspection. Both the officialwill have joint survey; will note the unserviceable lights, with reference to their locationand lights sequence number. It will be endorsed in the enclosed Performa, which will be

signed by both of the officials, and placed in the MAS and CM E/M Dak-folder for their information and perusal.5.19.6 Discrepancy, if any will be notified immediately to the concerned officer for the remedial

action. CM E/M Electrical and MAS are responsible to ensure implementation.5.19.7 ATC Officers are advised to switch-off the system when no more required for aircraft

operation. Components of airfield lighting system are very costly and imported fromabroad, therefore, it¶s unnecessary use, be avoided as this would save them from beingdamaged.

5.20 PROVISION OF ATIS THROUGH AWOSIn order to have a clear conception of ATIS broadcast messages, the various items of itscontents are explained as follows:5.20.1 STANDARD OPERATING PROCEDURE

The following document explains the standard operating procedure for Allama IqbalInternational Airport ATIS:

5.20.1.1 SWITCHING ON ATIS: - 5.20.1.1.1 Please make sure that all power/audio connections have beenproperly made. Cross check the same for safety.

5.20.1.1.2 Switch on the power on switch off both servers ATIS±A & ATIS±B.

5.20.1.1.3 You must be working on ATIS A. Please logon to the correctbooting option when asked for dual boot option ³WIN NT 4´.

5.20.1.1.4 Carefully enter your login and password and avoid makingseveral wrong attempts.

5.20.1.1.5 Make sure that no other application especially voice applicationhas been enabled and is running on any of the machine.

5.20.1.1.6 Please switch over to ATIS B and repeat procedure 3 to 5 andagain switch over to ATIS A.

5.20.1.1.7 Carefully click on the ATIS HMI icon and wait for the audioresponse.

5.20.1.1.8 Note that ³ATIS information not available´ message is being

played on the server.5.20.1.1.9 Note that ATIS A must be the main ATIS server.5.20.1.1.10 Switch over to ATIS B server and repeat procedure 7&8.5.20.1.1.11 Switch over to ATIS A server and go to ³pending from´ option in

ATIS window and enter in new parameters for ATIS broadcast.5.20.1.1.12 Repeat procedure for ATIS±B and make sure that it is acting as

standby server.5.20.1.2 UPDATING PROCEDURES

5.20.1.2.1 NAME OF AERODROME:




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The name of the aerodrome shall be the initial name publishedin AIP i.e. ³AIIAP Lahore´.

5.20.1.2.2 DESIGNATOR:Following the name of aerodrome each ATIS message shouldcommence with the term INFORMATION followed by a specificletter of ICAO radio telephony spelling alphabetic usedsequentially e.g. for combined arrival/departure ATIS

³INFORMATION ALPHA´. When all the alphabets are exhaustedi.e. up to ZULU etc. and thereafter it again starts from ALPHAwith 24 hours period of the day.

5.20.1.2.3 TIME OF OBSERVATION: The time of observation given should be the time in UniversalCoordinated Time (UTC) as included in the Aviation RoutineWeather Report (METAR).

5.20.1.2.4 Type of Approach to be expected:Where a number of approach procedures are available to arunway the one in use is to be advised e.g. VOR, DME Approach or ILS Approach.

5.20.1.2.5 Runway in use and status of arresting system constitutinga potential hazard, if any5.20.1.2.5.1 When different runways are used for landing and

take off, the landing runway should be specified firstfollowed by significant runway surface conditions,and where appropriate the braking action. Thisinformation should be followed by stating therunway to be used for take off and significantrunway surface conditions, and if appropriate, thebraking action.

5.20.1.2.5.2 The runway should always be referred by using thedesignator.

5.20.1.2.5.3 The runway in use at the time of observation shouldbe given, e.g. RUNWAY 36 or RUNWAY 18.

5.20.1.2.5.4 The secondary Runway edge lights when kept ³ON´

during night or during day for taxiing aircraft, maycreate confusion to the aircraft making approach onmain Runway i.e. 36R/18L. To eliminate thepossibility of wrong approach to secondary Runwayby landing aircraft when secondary Runway lightsare ³ON´. The following actions shall be ensured: -

y Secondary runway lights shall be kept atminimum operating intensity whenever used for taxiing of aircraft.

y Information regarding taxiing aircraft onsecondary runway shall be passed toaircraft landing on main runway.

5.20.1.2.6 SIGNIFICANT RUNWAY SURFACE CONDITIONS5.20.1.2.6.1 The significant runway surface conditions affecting

braking action should be briefly described, as

appropriate, using terms such as: - Water Patches,Flooded, Damp, Wet, Drifting Sand, Rubber Deposits etc.

5.20.1.2.6.2 Where appropriate and feasible the depth of therunway contaminant (water) should be given,measured in millimeters.

5.20.1.2.6.3 The braking action shall consist of abbreviation ³BA´followed by one of the following: -

Good, Medium to Good, Medium,Medium to Poor, Poor.




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5.20.1.2.7 HOLDING DELAY:5.20.1.2.7.1 Holding delay for the purpose of ATIS broadcast

messages will be the total holding time at or immediately prior to the initial approach to thedestination aerodrome, i.e. holding in specifiedareas over the outer fix (es) and/or over the mainnavigation aid(s) serving the aerodrome of intended

landing, as estimated by ATC.5.20.1.2.7.2 The information about delays should be based onthe actual delays being experienced at the time of the observation and may include an element of forecasting.

5.21.1.2.7.3 The following method should be adopted when thearrival delay is:

5.20.1.2.7.4 Less than 20 minutes, normally no report should bemade except when more precise information ispossible;

y 20 minutes or more, delay should bereported in 10-minutes intervals e.g.DELAY 20 MINUTES; DELAY 30MINUTES.

y

When available, a trend should be addedto the delay report, indicating whether thedelay is increasing or decreasing, e.g.DELAY 40 MINUTES, DECREASINGRAPIDLY.

y Information on precise holding delayshould be given by ATC through directedtransmission in the form of expectedapproach time.

5.20.1.2.8 TRANSITION LEVEL:The transition level i.e. FL 50.

5.20.1.2.9 OTHER ESSENTIAL OPERATIONAL INFORMATION: Pertinent operational information should be included as under:2.28.4.1 Surface wind direction and speed.

2.28.4.2 Visibility and when applicable RVR.2.28.4.3 Present weather.2.28.4.4 Clouds amount.2.28.4.5 Air temperature.2.28.4.6 Dew point temperature.2.28.4.7 Altimeter Setting

5.20.1.2.10 ANY AVAILABLE INFORMATION ON SIGNIFICANTMETEOROLOGICAL PHENOMENON IN THE APPROACH,TAKEOFF AND CLIMB OUT AREA5.20.1.2.11.1 Available information on MET condit ions in the

approach, missed approach or climb out arearelating to the location of cumulonimbus or thunderstorm, moderate to severe turbulence, hail,severe line squall, severe icing, rain, sand storm,

dust storm as well as any information on mist/fogshould be included.5.20.1.2.10.2 In addition any information on wind shear along

the flight path and marked temperature inversionshould be given, when available.

5.20.1.2.11 TREND TYPE LANDING FORECAST:5.20.1.2.11.1 Information on trend type landing forecast may

be included as provided by the MET. Theimportance of updating and correcting theinformation as soon as METAR is received for weather deterioration / improvement cannot be over

As provided By ME

Office in METAR




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emphasized, as it is important for safe and efficientconduct of Air Traffic.

5.20.1.2.11.2 All ATCO¶s and staff are to ensure that ATISbroadcast is timely recorded and transmitted withproper updating upon the receipt of METAR/or weather deterioration/improvement or any other pertinent information.

5.21 REPORTING OF BRAKING ACTIONThe information on runway condition is of vital importance for flight safety during take off andlanding especially in wet conditions. In case of rain at the airfield the friction co-efficient of therunway be obtained with MU Meter and the reading should be transmitted in ATIS broadcast.

In accordance with latest instructions from HQCAA, MU Meter Readings shall be recorded inaccordance with following procedures: -5.21.1 DRY CONDITIONS

Reading to be taken once daily.5.21.2 WET CONDITIONS

5.21.2.1 Readings to be taken after every two hours.5.21.2.2 The runway friction reading should also be taken to ascertain braking

conditions caused due to rubber deposits on the runway and beforegiving surface treatment to runway. The relationship between co-efficientof friction and braking efficiency are as; Measurement of Runway

surface fractions value. MU METER TRAILER MK-6

MEASUREDCOEFFICIENT

ESTIMATEDBRAKING ACTION

OPS MEASURING

(a) 0.52 or more Good A/C can expect to landwithout undue directionalcontrol problem.

(b) 0.51 - 0.43 MediumDirectional control might be

impaired

(c) 0.42 or less Poor Directional control will bepoor.

5.21.2.3 The above readings shall be specially recorded for critical portions of theRunway such as touch down areas, braking areas and Turning points.Duty ATCO must be informed of these observations for advise to arrivingaircraft.

5.21.2.4 Proper logbook is to be maintained for recording these observations inthe order specified above. Weekly return be submitted to HQCAA.

5.21.2.5 MTO is to ensure serviceability of Mu Meter vehicle. Discrete use will berequired in order to maintain the vehicle in serviceable condition all thetime. For use other than the specified, special permission from AirportManager/COO will be required.

5.21.2.6 Asstt. Manager E/M is to ensure that calibration/inspection of the MuMeter is carried out regularly and for this purpose a Card indicating thedate of inspection/calibration be affixed at appropriate position on MUMeter as a ready reference.

5.21.2.7 In case of un-serviceability of MU Meter, the assessment of brakingaction must be obtained from pilots of landing aircraft and the same bepassed to succeeding landing aircraft.

5.21.2.8 The information should include the visible runway condition i.e. damp,wet, water patches or flooded) along with braking action in the followingform:5.21.2.8.1 Braking action reported by (aircraft type) at (time) Good (or

medium to good or medium).5.21.2.8.2 Braking Action Reported By Landing / Departing (Aircraft

Type) At (Time) Good (or Medium to Good, Medium,Medium to Poor or Poor).´




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Note: During rainy conditions, MU Meter reading shall be taken todetermine runway conditions. Number of readings taken in a dayshall depend upon intensity of rain. In case of continuous rain,the readings must be taken at least 30 minutes interval or immediately before the arrival of aircraft depending upon thetraffic conditions and position of arriving aircraft .The runway

surface condition along with the state of breaking conditionsshall be passed to aircraft before landing and takeoff.

5.22 HANDLING OF AERODROME TRAFFIC5.22.1 CIRCUIT OPERATION FOR IFR FLIGHTS

There is no visibility minimum requirement for IFR operation except that the flightsshould be conducted not below the lowest obstacle clearance height (OCH) above theaerodrome elevation for visual circling approach as applicable to the aircraft category of the concerned flights. However, the condition that weather at the aerodrome of destination (in this case the aerodrome of departure itself) or at least one alternateaerodrome is expected to be at or above the aerodrome operating minima, is met. Itshall, therefore, be the responsibility of the pilot in command to adjust his circuit tomaintain visual reference to runway or if that is not possible, he may carry out instrumentapproach to land procedure or proceed to the alternate aerodrome. ATC is required tofurnish the prevailing visibility or RVR.

5.22.2 SPECIAL VFR FLIGHTSSpecial VFR flights may be authorized for following operations in control zones:5.22.2.1 When ground visibility is less than 5 kilometers but not less than 1500 meters

/ 1.5 Km or ceiling is less than 1500 feet at the aerodrome: -

y Take off; or

y Land; or

y Enter aerodrome traffic zone or traffic pattern; or

y Carryout repeated circuit and landing locally;5.22.2.1.1 PROVIDED THAT:

5.22.2.1.1.1 Two way radio communication is maintained withappropriate ATC unit when operating in control zoneestablished around an international aerodrome; or

5.22.2.1.1.2 When operating in control zone established arounda domestic aerodrome: -

5.22.2.1.1.3 The aircraft is equipped with functioning radioreceiver and the pilot agrees to guard theappropriate communication frequency; or

5.22.2.1.1.3 If the aircraft is not equipped with functioning radioreceiver, adequate arrangement has been made for the termination of the flight.

5.22.2.2 When IMC prevails in the control zone but the ground visibility is not less than1500 meters at the aerodrome:5.22.2.2.1 Enter control zone and proceed direct to land; or 5.22.2.2.2 Take off and directly depart from the control zone;5.22.2.2.3 PROVIDED THAT:

5.22.2.2.3.1 When operating in control zone established aroundan international aerodrome, two way radiocommunication is maintained with the appropriate

ATC unit; or 5.22.2.2.3.2 When operating in control zone established around

a domestic aerodrome, whether or not the aircraft isequipped with a functioning radio receiver.

5.22.3 START-UP/PUSH BACK/TAXI PROCEDURE FOR TURBOJET AND TURBO±PROPAIRCRAFT 5.22.1 Apron at new terminal complex (NTCL) is divided into two segments, eleven

(11) parking stands are provided along the terminal building i.e. Area±6,seven of them are equipped with Aero±bridge and AGNIS facilities. Nineparking stands are provided on the other side of the apron i.e. Area±07 with




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nose-in aircraft parking facing toward runway. A taxi lane width 42.5 meter isprovided in between the Area±6 and Area±7.

5.22.2 Proper nose in guidance is provided at all stands considering the area, radiusof turn of each aircraft; like-wise the marking in the white circles are providedfor departing aircraft guidance during pushback/pull forward to maintainappropriate separation from other aircraft parked on adjacent stands.

5.22.3 To avoid any misunderstanding or delay and to ensure safe and expeditious

flow of air traffic on ground, following procedure will be applicable to all aircrafttaxiing in for parking or requesting pushback/pull forward or taxiing out for departure to protect other aircraft, equipment, personnel, buildings and other installations.

5.22.4 PROCEDURE FOR TAXIING OF ARRIVING AIRCRAFT 5.22.4.1 After landing on Runway 36R/18L or 36L/18R the aircraft will vacate the

runway via any of the taxiway ³Q´, ³S´, ³T´, ³U´, (South) and then followthe taxiway (North), ³P´, ³R´ or as advised by GMC to proceed to apronand to park at allotted stand.

5.22.4.2 Aircraft requiring parking on Jet Apron o Old Apron will vacate via ³A´,´B´, ´C´, ³D´ or ´E´ and will follow taxiway ³H´, ³F´ ³J´, ³L´ or ³M´ asadvised by GMC to proceed to allotted stand.

5.22.5 ROCEDURE FOR DEPARTING AIRCRAFT5.22.5.1 The aircraft departing from AIIAP from Area±6 & 7 will follow the following

procedure: -5.22.5.2 Departing aircraft shall contact Lahore Ground on frequency 118.4 MHz for pushback/start-up five minutes before ready to start-up. Ground MovementController will approve start up in coordination with Area Controller (Pro) andwill pass ATC Clearance to aircraft.

5.22.5.3 Start-up approval will remain valid for five minutes. In case of delay freshapproval shall be obtained.

5.22.5.4 When ready for push back contact Lahore Ground indicating the runway.5.22.5.5 Start up permission on parking stand will not be granted unless

commencement of pushback is accomplished, however start-up for singleengine strictly on idle power can be granted to those aircraft requiring theminimum one engine ignition on parking stand.

5.22.5.6 Simultaneous Pushback and pull forward from adjacent and opposite standsis not permitted. However, duty Ground Movement Controller can permit start-up/pushback from alternative stand depending upon the situation.

5.22.5.7 Aircraft to pushback and pull forward to align on central taxi lane within thearea specified for assigned taxiway ³P´ or ³R´ and then start engines. Aircraftmay start one engine on idle power at the bay and rest on central taxi lane if approved by GMC.

5.22.5.8 Marking in term of discrete white circles are provided for guidance of aircraft(ground handling technical staff) pushing back from the stand for start±up andtaxi. After pushback aircraft will be aligned with the centre line of taxi lane untilnose wheel comes on the respective parking stand designator marked on theapron and then aircraft will be allowed to start engine (direction of push will besubject to runway in use).

5.22.5.9 Aircraft are required to maintain the minimum power while taxiing throughcentral taxi lane.

5.22.5.10 The concerned handling agent/ground staff providing technical ground

services shall be responsible for the safety of personnel, property or other aircraft / vehicle, equipment during the towing/pushback and pull forwardoperation.

5.22.5.11 Aircraft will maintain listening watch during the pushback/pull forwardoperation.

5.22.5.12 All aircraft will follow the start-up / pushback procedure unless advised by dutyGround Movement Controller, otherwise.

5.22.5.13 The existing Pushback pull forward procedure for Area±1, 2, 3, 4 and Area±5i.e. (old and jet apron) will remain the same.

5.22.6 CORRECT INFORMATION TO PFIU & SSR CODES IN ESTIMATE MESSAGES5.22.6.1 Tower FDA will pass all arrivals / departures / local movements (Touch & Go

Timings) to PFIU. Both Units will maintain CA-17 (Aircraft Movement




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Register) simultaneously and accurately. ATS Messages i.e. Departure / Arrival, Delay (DLA), Cancel (CNL), Change (CHG) will be originated by PFIUpromptly.

5.22.6.2 SSR Code shall be included in the ATS messages as prescribed in ATM.5.22.6.3 All area Radar/Procedures Controllers are advised to invariably include SSR

Code allotted or proposed to be allotted to a flight, in estimate messages.5.22.7 COORDINATION FOR PARKING WITH BRIDGE OPERATORS / ACC

5.22.7.1 In order to avoid any confusion or any untoward incident, following proceduresare chalked-out for the guidance and compliance by all concerned.5.22.7.2 A parking plan for the next day (0001 to 2400 LT) shall be prepared by Duty

Ground Controller latest by 11 P.M. of everyday, in coordination withoperator/ground handling agent. This plan be conveyed to theoperator/ground handling agent and to PBB / APSS operators, as appropriate.

5.22.7.3 After taking over watch, ground controller will review the parking planaccording to arrival schedule. For any change in parking stand due technical,operational or administrative reasons, all concerned shall be coordinated. Onreceipt of arrival information regarding any flight, he will take following actionsfor the smooth parking and timely activation of associated facilities:5.22.7.3.1 Inform bridge operator and APSS unit regarding parking stand (if

applicable) with ETA of aircraft at least 15 minutes before theETA.

5.22.7.3.2 Inform marshaller 30 minutes before ETA of aircraft, who willvisit the concerned stand and report serviceability of stand andverify operation of AGNIS.

5.22.7.4 During parking on stands equipped with PBB, marshaller will remain stand-byin the Follow-Me van and will inform tower controller, in case aircraft isdeviating or likely to deviate from AGNIS-PAPA. He will provide guidance tothe aircraft only when instructed by controller. However, in case of un-serviceability of AGNIS-PAPA marshaller will inform tower and will providemarshalling services to the aircraft.

5.22.7.5 As consequence of non-availability of parking space, the flights are delayed,which causes lot of inconvenience to the passengers. In the interest of smooth flight operations and for passenger¶s convenience, the progress

regarding the availability/Non-availability of parking space is to be intimated tocontrol tower/other stations and operators giving the time limit, well inadvance. DATCOs are not to change the parking bay once allotted for anaircraft, as this creates problems for airline operators and bridge operators.

5.22.7.6 However, in case it is unavoidable, prior information to be given to theairline/handling agent as well as to avio bridge operators and the change tobe logged properly in the logbook.

5.22.8 BAY MOVEMENT REGISTER5.22.8.1 All ground movement controllers shall record the bay movements in the BAY

MOVEMENT REGISTER as per columns.5.22.8.2 The said register shall be dispatched to PFIU along with AVIO Bridge register

for further necessary action on daily basis.

5.23 VEHICULAR MOVEMENT AT NTCL APRON5.23.1 GENERAL:

5.23.1.1 Since vehicular movement is an integral part of ground control movementstherefore establishment of vehicular traffic procedures are the requirement for safe and orderly flow of vehicular traffic. Though with the incorporation of modern passenger boarding bridges of wide bodied parking stands and

provision of automated fuel hydrant system along with Aero bridges,movement of vehicles would be (reduced) very less. Yet movement of vehicles for those flights parked at non-bridge stands would be of the samequantum as we are facing now.

5.23.1.2 As apron is divided into two parts, 11 parking stands are provided alongterminal building side and 9 parking stands are on the other side of the apronwith a taxi lane dividing both parking areas. It would be critical and tedious toeffect proper control on all the ground movements inclusive of aircraftmovements and vehicular movements, particularly while vehicles would




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require to cross central taxiway lane and at the same time aircraft taxiingin/out.

5.23.1.3 Vehicles operators are required to be extra vigilant and render extra ordinaryresponsibilities towards the safety of aircraft operation on ground. Keeping inview the above stated facts to make operational activities smoother on airside.

5.23.1.4 Proper vehicular tracks have been provided on both sides of the apron. Onthe terminal building side vehicular track passes under the Avio-bridge, the

width of the track is such that two vehicles could pass or move side by side.5.23.2 PROCEDURES: 5.23.2.1 The vehicular traffic around the parking area will be bi-directional and all

vehicles will follow the under mentioned rules: -Over taking is not allowed.5.23.2.1.1 The vehicle movement to the aircraft will be made from the

closest point.5.23.2.1.2 The equipment/vehicles awaiting arrival of aircraft may be

parked at the side of the parking stand keeping clear of vehicular track, equipment restraint marking and area mentionedfor operation of Aero-bridge. Such vehicles will only approachthe aircraft when permitted by duty ground engineer of thehandling agency.

5.23.2.1.3 The equipment/vehicle shall be parked in the equipment

parking.5.23.2.1.4 Vehicle and tug master engaged in pushback operation of aircraft shall tow the aircraft to central taxi lane and turn tovehicle track via shortest possible route.

5.23.2.1.5 Vehicles having height more than 12 feet are not allowed topass under avio-bridge. Such vehicles will proceed from outside,for which special permission from ground movement control(GMC) shall be obtained. An escort vehicle (R / T fitted) will beprovided to conduct such movements.

5.23.2.1.6 Maximum speed limit will be 25 KM/hour. Nevertheless heavyvehicles to maintain less then 15 KM/hour.

5.23.2.1.7 Reversing of vehicle or ³U´ turn on vehicular track is prohibited

except at the position marked for this purpose.5.23.2.1.8 While crossing the central taxiway lane, all vehicles are required

to stop before entering at the position marked on the vehicular track. Drivers/vehicle operator will see on both sides and willensure before crossing that no aircraft movement is there on or joining taxi lane.

5.23.2.1.9 No vehicle/equipment will be parked on vehicular track or any of the parking stands except vehicles/equipment engaged inground handling of a particular flight.

NOTE: - All other ³procedures for driving of vehicular traffic´ circulatedvide LAP/4024/10/ATS Dated 17-02-2003 will also continue tobe enforced in addition to these procedures.

5.23.3 PROVISION OF GROUND MOVEMENT CONTROL SERVICE TO THE TRAFFICOPERATING TO AND FROM OLD APRON5.23.3.1 CAA will continue to provide ground movement control services in the said

area till establishment of ground control unit by PAF.5.23.3.1.1 When ever lighting system for taxiway F, H, J, L, M and runway

36L/18R is required for aircraft operation, Tower controller willinform vault room No. 1, and Electrician from vault room 1 willoperate the lights as per requirement.

5.23.3.1.2 Serviceability of above stated lighting system will be checkeddaily by Duty Manager Airside and Duty Manager Airside willpass status of lighting system for record and further necessaryaction, if required.

5.23.3.1.3 Traffic to and from old apron will continue to be handled as per existing procedures. Follow me Van will be provided to VVIP/VIP




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aircraft as applicable. The same will be provided to other trafficas well, if required by the Pilot.

5.23.3.1.4 Marshalling to the PAF aircraft will be provided by PAF, however CAA marshaller will remain standby. Stand No. 26-28 will beused for VVIP/VIP parking and will be kept vacant for thispurpose. However these stands may be used for embarkation/disembarkation and there after aircraft will be

removed to other stands in coordination with the operator andPAF air movement.5.23.3.1.5 During VVIP movements PAF will ensure that stand no 25-29

are vacant. On receipt of FPL/information of VVIP, duty tower controller will effect coordination with PAF air movement for parking plan.

5.23.3.1.6 Close co-ordination will be maintained between control tower and PAF air movement for smooth aircraft operation.

5.23.4 SOP FOR PROVISION OF RFF SERVICES AT NTCL 5.23.4.1 In order to deal with any emergency at NTCL building the RFF facilities at

satellite Fire Station shall be provided.5.23.4.2 Upon receipt of emergency call (originated from NTC or Control Tower) the

Fire Shift Incharge shall immediately dispatch one crash tender, one water bowzer and one ambulance (being used for MI Room) to deal with any

emergency. On proceeding to site of fire/incident/accident the fire crewIncharge shall immediately coordinate with Control Tower. If situationdemands, the fire crew Incharge may request the Control Tower for additionalassistance i.e. dispatch of another fire vehicle etc. from the main fire station.Nevertheless this does not include the handling of aircraft emergency for which relevant part of airport emergency/disaster plan will be followed in trueletter and spirit.

5.23.4.3 RFF vehicle shall remain standby at satellite fire station when re-fuelling of aircraft is in progress and passengers are on board.




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Chapter 6

TRAINING

6.1 INTRODUCTION: 6.1.1 The Job Training Standard (JTS) required for the air traffic controller¶s rating, covers a

wide spectrum of knowledge in various fields and it is essential that the traineeunderstands all the material to the level specified in MATS Pakistan. However, therelative importance of the knowledge compared with the ability to apply thatknowledge must be kept in mind. The trainee¶s ability to put his knowledge intosuccessful practical application is an even more important aspect of theconsiderations necessary to the granting of rating for any ATS Unit. The trainee isrequired to demonstrate his/her ability to meet the standard in a solo capacity byapplying the rules, regulations, procedures and practices in a live operationalenvironment for obtaining a solo rating. Emphasis must be given on this aspect duringOJT. Before recommending the trainee for a solo check, the Facility Training Officer (FTO) should be completely satisfied that the trainee has reached the validation

standard for the rating and this should be confirmed by a writ.6.1.2 On the job training on ATS facilities is conducted as a routine job. O.J.T.I.s has to play

an important role in conducting OJT. They have to impart knowledge, professionalguidance and monitor carefully the progress of Air Traffic Controllers deployed for OJTwith them.

6.2 RESPONSIBILITIES / DUTIES OF FACILITY TRAINING OFFICER: 6.2.1 Facility Training Officer shall be responsible to COO/RFC for the training, evaluation and

development programme of Air Traffic Services personnel. In discharging thisresponsibility, he shall perform the following duties: -6.2.1.1 Plan, Implement and supervise on the job training.6.2.1.2 Prepare guidance material for on the job training.6.2.1.3 Supervise and provide guidance to O.J.T. Instructors.6.2.1.4 Organize and conduct refresher lectures/class room training for ATS Officials.6.2.1.5 Evaluate local ATS procedures/practices and recommend improvements, if

required.6.2.1.6 Evaluate the working of ATS officials to ensure that they adhere to standard

procedures and practices.6.2.1.7 Prepare and update the duty roster of Air Traffic Controllers and staff for the

smooth provision of Air Traffic Service in coordination with COO/RFC.6.2.1.8 Any other duties assigned

6.3 JOB TRAINING STANDARD (JTS):6.3.1 The Job Training Standard (JTS) is a carefully devised syllabus for the rating disciplines

of OJT, indicating the depth of knowledge and degree of skill required for each specificdiscipline for the JTS.

6.3.2 The JTS is divided into five parts as follows:6.3.2.1 Requirements for Aerodrome Control Rating.6.3.2.2 Requirements for Approach (Procedure) Control Rating.6.3.2.3 Requirements for Planner / Area Control Rating

6.3.2.4 Requirements for Approach Radar Rating.6.3.2.5 Requirements for Area Radar Rating.

6.3.3 In order to achieve a high proficiency level, a training programme has been planed for training of newly inducted/posted trainee ATC Officers. The training programme hasbeen divided in to three phases;6.3.3.1 Phase one: the trainee will get training at each FDA position.6.3.3.2 Phase two: the trainee will get prepare to undergo OJT on live traffic.6.3.3.3 Phase three: the trainee will carry out OJT on live traffic.

6.4 REQUIREMENTS FOR AERODROME CONTROL RATING:6.4.1 PHASE ONE: µ5¶ watches 30 Hours.

6.4.1.1 Trainee will be required to work at Flight Data Assistant¶s position to learnabout;




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6.4.1.1.1 The procedures to be complied by FDA.6.4.1.1.2 The record keeping by FDA for revenue purposes.6.4.1.1.3 The information required by Aerodrome/Ground Movement

Controllers from FDA.6.4.1.1.4 The coordination to be affected by FDA with different

units/agencies.Hands on practice at FDA position will enable the controller to have effective control andsupervision of the work related to Air Traffic Control activities.

6.4.2 PHASE TWO: (10Watches/60Hours) 6.4.2.1 General:

6.4.2.1.1 Introduction6.4.2.1.2 Organization of AIIAP6.4.2.1.3 Function of AIS6.4.2.1.4 Functions of ATS Units6.4.2.1.5 Functions of RFF Services6.4.2.1.6 Operating functions of VCCS and SDD as per the job

requirement6.4.2.1.7 Standard Strip marking6.4.2.1.8 Handling of VVIP flight

6.4.2.1.9 Notification of ATC incidents, accidents etc6.4.2.1.10 Handling of bomb threat and Hijacking.

6.4.2.2 Trainee should also know:- 6.4.2.2.1 Duties and responsibilities of Aerodrome controller 6.4.2.2.2 Aerodrome Layout and facilities.6.4.2.2.3 Local taxing procedure.6.4.2.2.4 Aerodrome/Local traffic on manoeuvring area.6.4.2.2.5 Parking plan and procedure6.4.2.2.6 Arrival and departure procedure6.4.2.2.7 Coordination procedures with other units6.4.2.2.8 Local procedures for operation of aircraft at OPLH/OPMR6.4.2.2.9 General Aviation aircraft operations at AIIAP6.4.2.2.10 Visual Aids6.4.2.2.11 SIDs/STARs

6.4.2.2.12 Radio/ NAV Aids6.4.2.2.13 Instrument Approach procedures and minima6.4.2.2.14 Minimum Approach altitude6.4.2.2.15 Operation in IMC including special VFR operation6.4.2.2.16 Emergency Response Plan (ERP)

6.4.3 PHASE-THREE: (120 Hours)

6.4.3.1 After successfully completing an approved training course, the trainees mustacquire a level of knowledge and practical ability to meet the requiredstandards, for an aerodrome control rating as per MATS Pakistan.

6.4.3.2 OPERATIONAL DUTIES: 6.4.3.2.1 Trainee will practically demonstrate his ability to (Within initial 24

Hours):6.4.3.2.1.1 handle control tower equipment including

pyrotechnic and signal lamps;

6.4.3.2.1.2 identify signals, frequencies and other pertinent dataregarding air navigation facilities within 25NM of aerodrome concerned;

6.4.3.2.1.3 receive and handle flight plans and other data(including NOTAMs, Met reports received from Met.Office, routine and special aircraft Met. Observation)from and to the flight operation offices and other ATS units. Manipulation of FPLs related to

departures from AIIAP / OPLH and appropriatepresebtation of TWR SDD

6.4.3.2.1.4 handle safely, orderly and expeditiously; arrivingand departing aircraft including aircraft in the circuit,




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6.4.3.2.1.5 aircraft and vehicles on the manoeuvring area,6.4.3.2.2 Trainee will practically demonstrate his ability to (Within next

36Hours):6.4.3.2.2.1 apply local operational instructions, including letters

of agreements;

6.4.3.2.2.2 disseminate information;6.4.3.2.2.3 provide meteorological information and understand

weather effect on aerodrome operations;6.4.3.2.2.4 handle all communication facilities; and6.4.3.2.2.5 carryout aerodrome surface and lighting

inspections.6.4.3.2.3 Trainee will practically demonstrate his ability to (Within last

42Hours)6.4.3.2.3.1 issue essential aerodrome information;6.4.3.2.3.2 maintain an accurate and neat flight progress strip

display representing the current traffic situation anduse of runway blocking strips,

6.4.3.2.3.3 provide essential traffic information

6.5 REQUIREMENTS FOR PLANNER / AREA CONTROL RATING;

6.5.1 PHASE ONE: (12 Watches/72 Hours).6.5.1.1 The trainee controller shall practically learn the working of;

6.5.1.1.1 FDA November 6.5.1.1.2 FDA Approach6.5.1.1.3 FDA Revenue6.5.1.1.4 Area Coordinator East6.5.1.1.5 Area Coordinator West6.5.1.1.6 Area Coordinator North

6.5.1.2 Upon completion of 12 watches the trainee controller should be able to workindependently at all FDA positions in ACC. This will enable him to acquiresufficient knowledge to supervise effectively the FDA¶s working under himwhile performing duties as Planner / Area Controller.

6.5.2 PHASE TWO: (10 Watchs/60Hours) 6.5.2.1 GENERAL:

6.5.2.1.1 Introduction6.5.2.1.2 Organization of AIIAP6.5.2.1.3 Function of AIS6.5.2.1.4 Functions of ATS Units6.5.2.1.5 Functions of RFF Services6.5.2.1.6 Able to describe and operate required functions of VCCS and

SDD in order to carry out smooth ATS operation on ATM system6.5.2.1.7 Standard Strip marking

6.5.2.1.8 Handling of VVIP flight6.5.2.1.9 Notification of ATC incidents, accidents etc6.5.2.1.10 Handling of bomb threat and Hijacking.

6.5.2.2 Trainee will also know:-6.5.2.2.1 Duties and responsibilities of Planner / Area Controller 6.5.2.2.2 Coordination with adjacent ACCs/FICs

6.5.2.2.3 Division of Airspace and classification6.5.2.2.4 Operation of military aircraft and air defence exercises6.5.2.2.5 Operation of schedule and non scheduled flights6.5.2.2.6 Search and rescue organization and procedures6.5.2.2.7 Air defence clearances

6.5.2.3 The trainees for an area control rating must have successfully completed anapproved training course

6.5.2.4 Trainee must demonstrate a level of knowledge and practical ability to meetthe required standard for the area control rating as per MATS Pakistan.

6.5.3 PHASE-THREE: (120 Hours)

6.5.3.1 OPERATIONAL DUTIES




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6.5.3.1.1 Trainee will practically demonstrate their ability to (Within initial10 watches/ 60 hours);6.5.3.1.1.1 Determine the airspace classification within FIR;6.5.3.1.1.2 Determine the danger, restricted and prohibited

areas within FIR

6.5.3.1.1.3 Determine the airspace route configuration, bearingand distance between reporting points;

6.5.3.1.1.4 Identify the route designation and their uses;6.5.3.1.1.5 Handle the equipment in ACC;

6.5.3.1.2 Trainee will practically demonstrate his ability to (within next 10watches/ 60hours)6.5.3.1.2.1 receive and handle flight plans and other

data (including NOTAMs, Meteorologicalreports from the Met Office, routine andspecial aircraft Met observations) from andto the flight operation offices and other ATS units including manipulation of FPL /track label, SDD settings, use of filters andcorrect & timely feeding of values/figures

into relevant windows of the track.6.5.3.1.2.2 identify and resolve confliction;6.5.3.1.2.3 apply standard separation as per airspace

classification;6.5.3.1.2.4 apply restrictions as applicable within the

airspace;6.5.3.1.2.5 issue clearances and releases to air

traffic;6.5.3.1.2.6 handle high and low level holding patterns;

6.5.3.1.3 Trainee will practically demonstrate his ability to (within last 10watches/60 Hours);6.5.3.1.3.1 determine and provide essential traffic information

when necessary ;

6.5.3.1.3.2 maintain an accurate and neat flight progress stripdisplay, representing the current traffic situations;

6.5.3.1.3.3 maintain a safe, orderly and expeditious flow of air traffic;

6.6 REQUIREMENT FOR APPROACH (PROCEDURE) CONTROL RATING:6.6.1 The trainees for an Approach Control Rating must have successfully completed an

approved training course. They must demonstrate a level of knowledge and practicalability to meet required standard for an approach control rating as per MATS Pakistan.

6.6.2 OPERATIONAL DUTIES: 6.6.2.1 Trainee will practically demonstrate their ability to (within initial 10 watches) ;

6.6.2.1.1 determine the airspace classification within TMA;6.6.2.1.2 determine the danger, restricted and prohibited areas within

TMA6.6.2.1.3 determine the airspace route configuration, bearing and distance

between reporting points;6.6.2.1.4 identify the route designation and their uses;6.6.2.1.5 handle the equipment available at approach position;

6.6.2.2 Trainee will practically demonstrate their ability to (within next 10 watches);6.6.2.2.1 receive and handle flight plans and other data (including

NOTAMs, meteorological reports from the Met. Office, routineand special aircraft Met. Observations) from and to the flightoperation offices and other ATS units.

6.6.2.2.2 identify and resolve confliction;6.6.2.2.3 apply standard separation as per airspace classification;

6.6.2.2.4 apply restrictions as applicable within the airspace;6.6.2.2.5 issue clearances and releases to air traffic;




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6.6.2.2.6 handle high and low level holding patterns;6.6.2.3 Trainee will practically demonstrate their ability to (Within last 10 watches);

6.6.2.3.1 determine and provide essential traffic information whennecessary;

6.6.2.3.2 maintain an accurate and neat flight progress strip display,

representing the current traffic situations;6.6.2.3.3 maintain a safe, orderly and expeditious flow of air traffic;

6.7 REQUIREMENT FOR RADAR RATING:To ensure a safe and expeditious flow of air traffic, en-route and in the vicinity of aerodromes,radar equipment is used as Air Traffic Controller¶s main tool in carrying out their duties. Whenemployed for radar duties, the air traffic controller derives information presented on radar displays, in addition to the information obtained from pilots estimates and current flight plans, andnot as in the case of non-radar where information is derived partly from the pilot and partly fromhis own estimates/calculations. The guidance given by the radar controller must be accuratebecause of the reduced separation minima applied. Proficiency in radar control can only beachieved by practical application of established techniques and the use of standardphraseologies and procedures. Performance of radar equipment can be affected by

meteorological and other factors and it is essential for radar controllers to have a thoroughknowledge of the operational characteristics of the equipment in use and its limitations. For

obtaining a radar rating ( Area & Approach)the trainee should be fully conversant with and able toapply in a practical environment the following elements in the use of radar;6.7.1 OPERATION TECHNIQUE AND PROCEDURES:

6.7.1.1 Trainee will practically demonstrate their ability to (within 30 watches):6.7.1.1.1 set up the equipment including ATM system (SDD & VCCS) and

carryout routine checks;6.7.1.1.2 identify aircraft (all methods)6.7.1.1.3 provide vertical radar separation standards and avoiding action;6.7.1.1.4 pre-plan and provide safe and expeditious routing of aircraft;6.7.1.1.5 apply speed control;6.7.1.1.6 apply mode ³C´ separation and its limits;6.7.1.1.7 execute the procedure for radar failure;6.7.1.1.8 execute the procedure for radio failure;6.7.1.1.9 employ correct RTF technique and phraseology;

6.7.1.1.10 carryout surveillance radar approaches whenever applicable;6.7.1.1.11 apply terrain clearance;6.7.1.1.12 accurately position aircraft for the final approach or on other

radar/radio aids;6.7.1.1.13 co-ordinate with and transfer control to adjacent air traffic

services units; and;6.7.1.1.14 apply the emergency procedures.

6.8 DAILY PERFORMANCE REPORT:6.8.1 Daily performance report is a vital part of On-Job-Training of Air Traffic Controllers. The

purpose of this report is to record the performance of a trainee in detail on all aspects of training. This will enable the training Officers and OJTIs to understand the weak areasand emphasize on them accordingly. The training data has to be very concise and clear,leaving no room for any doubt.

6.8.2 Daily performance report shall be filled in duplicate by the OJTI at the end of each watch

and be discussed with the trainee. It shall be signed by trainee thereafter.6.8.3 Daily performance report shall be submitted to Facility Training Officer through Team

Leader. One copy shall be retained by the OJTI.

6.9 MONTHLY PROGRESS REPORT: 6.9.1 Monthly progress report shall be filled in duplicate by OJTI keeping in view the daily

progress report of the respective month.6.9.2 Monthly progress report shall be submitted to RFC by 5

thof each month positively. The

duplicate copy of the daily performance reports retained by the instructor shall beattached with the monthly report.




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6.10 GUIDELINES FOR THE COMPLETION OF DAILY PERFORMANCE REPORTS ANDMONTHLY REPORTS:6.10.1 Daily performance reports shall be filled-in such a manner that it should reflect clear,

unambiguous and meaningful description of the trainee¶s performance during the watchbeing reported.

6.10.2 The deficiencies observed during training along with the remedial measures shall also bereflected.

6.10.3 Following paras describe procedures for proper and meaningful completion of OJTreports. Various items of report are discussed below as to what the Instructor issupposed to observe about the trainee¶s performance and how it should be described.6.10.3.1 ITEM-01: TAKING OVER/HANDING OVER PROCEDURES:

6.10.3.1.1 Controller is required to fully prepare himself for commencementof his ATC duty, by acquainting himself of the followinginformation and functions:6.10.3.1.1.1 Current NOTAMs6.10.3.1.1.2 Latest information and instructions6.10.3.1.1.3 Clearances of expected non-scheduled flights.6.10.3.1.1.4 Current and forecast weather.6.10.3.1.1.5 Status of navigational aids.

6.10.3.1.1.6 Status of communication facilities.6.10.3.1.1.7 Accuracy of clocks6.10.3.1.1.8 Current fl ight plan and clearances of prevailing

traffic6.10.3.1.1.9 Filed flight plan of expected traffic6.10.3.1.1.10 Any other significant information required for

safe aircraft Operations.6.10.3.1.2 Similarly while handing over watch he should brief the relieving

controller of all known significant information and trafficconditions. This item should be described in the followingmanner:6.10.3.1.2.1Thorough: All pre-checks carried out one by one

and briefed to next controller accordingly; or 6.10.3.1.2.2Deficient: Taking over watch / Handing over watch

procedures not followed.6.10.3.2 ITEM-02: STRIP MARKING:

6.10.3.2.1 Strip marking is a means of recording control actions.Information on flight progress strip helps the controller toanalyze the traffic conditions in order to ensure safe and efficienttraffic handling. Standard signs and symbols are available for the purpose to which controllers are required to confinethemselves. Use of non-standard or non-prescribed symbolscauses confusion and leads to hazardous situation.

6.10.3.2.2 Instructors must pay paramount attention to this item and makeall efforts to achieve a high standard of strip marking during thetraining. This item should be described using the followingexpressions:6.10.3.2.2.1Accurate Only prescribed signs, symbols and

contractions for Strip marking are used; or 6.10.3.2.2.2Inaccurate use of non-prescribed symbols and its

use inappropriate to the situation.6.10.3.2.2.3SystematicMarkings made in correct sequence of

manoeuvres of aircraft expected and clearance &instructions issued.

6.10.3.2.2.4Hap-hazard marking done irregularly.6.10.3.2.2.5Posted-in-time marking done immediately on

occurrence of a reported event, clearances andinstructions.




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6.10.3.2.2.6Posting delayed when considerable timeelapsed after a clearance, instructions or reportissued or received is posted on strip.

6.10.3.3 ITEM-03: R/T PHRASEOLOGY AND MICROPHONE TECHNIQUE:6.10.3.3.1 All controllers are required to use Standard R/T phraseologies

while communicating on R/T, intercom, and Direct SpeechCircuits to convey ATS messages, clearances and instructions.Communication and coordination should be concise, accurateand doubtless. Instances may occur wherein informationrequired to be transmitted could not be confined to prescribedphraseology. In such cases the message should be spoken insimple concise English so as to be easily under-stood by theaddressed personnel / aircraft.

6.10.3.3.2 It shall be ensured that6.10.3.3.2.1 rate of speech is neither fast nor too slow,6.10.3.3.2.2 clarity is at optimum level6.10.3.3.2.3 tone is neither loud nor harsh6.10.3.3.2.4 microphone is pressed and depressed to allow

complete text transmission

6.10.3.3.2.5 Lengthy phrases, sentences and speech areavoided as far as practicable.

6.10.3.3.3 Performance of trainee controller under this item should beappropriately evaluated by the instructor and accuratelydescribed in the OJT report. Following expression may beselected to describe the trainee¶s performance;6.10.3.3.3.1Accurate Most appropriate / prescribed

phraseology, simple and correct English is used; or 6.10.3.3.3.2Inaccurate If the prescribed phraseology

or simple and correct English appropriate to themeanings to be conveyed could not be used.

6.10.3.3.3.3Intelligible Rate of speech, loudness andpronunciation are well understandable Repetitionsand corrections are not too often needed

6.10.3.3.3.4Unintelligible If rate of speech, loudness or pronunciation is such that correct message isusually not communicated or understood &repetition / corrections are often demanded.

6.10.3.3.3.5Concise and clear Phraseology used is short,appropriate and clearly spoken.

6.10.3.3.3.6Lengthy/ambiguous when lengthy phrases /word are used which do not convey correct meaningof intended message.

6.10.3.4 ITEM-04 INTERCOM USE:6.10.3.4.1 Performance evaluation parameters for this item are identical to

that of item-03. Use of standard, prescribed R/T phraseologies,correct methods of speech, knowledge of equipment andadequately quick response are to be closely monitored. The

evaluation under this item should, therefore be made in thesame manner as done in the item-03.

6.10.3.5 ITEM-05: APPLICATION OF PROCEDURES:6.10.3.5.1 This item comprises of two aspects;

6.10.3.5.1.1 Knowledge of procedures.6.10.3.5.1.2 Application of procedures.

6.10.3.5.2 OJTI shall ensure that the trainee acquires comprehensive andcomplete knowledge of applicable procedures.

6.10.3.5.3 OJTI shall make utmost efforts to enable the trainee controller toapply the appropriate procedure, best suited to a given situation.Deficiencies shall be pointed out clearly.




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6.10.3.5.4 While evaluating the performance of a trainee controller under this item, OJTI may give written / oral test to assess theknowledge of ATS procedures. Relevant sections of thefollowing ICAO Documents / Annexure shall be givenpreference;

6.10.3.5.4.1 DOC 4444. (Air Traffic Management).6.10.3.5.4.2 DOC 8168 Vol I & II (Holding and Approach to

land Procedures).6.10.3.5.4.3 Annex 2 Rules of the Air.6.10.3.5.4.4 Annex 3 Meteorological services for

international Air Navigation.6.10.3.5.4.5 Annex 5 Units of measurement to be used in Air

and Ground Operations.6.10.3.5.4.6 Annex 6 Operation of Aircraft6.10.3.5.4.7 Annex 7 Aircraft Nationality and Registration

Marks.6.10.3.5.4.8 Annex 8 Airworthiness of Aircraft.6.10.3.5.4.9 Annex 10 Vol 1 ± Communication

Procedures

Vol-II - Communication procedures includingthose with PANS systems.

6.10.3.5.4.10 Annex 11 Air Traffic Services.6.10.3.5.4.11 Annex 12 Search and Rescue.6.10.3.5.4.12 Annex 13 Aerodrome6.10.3.5.4.13 Annex 14 Volume 1- Aerodrome Design and

Operation. Volume 2 - Heliports.6.10.3.5.4.14 Annex 15 Aeronautical Information Service.6.10.3.5.4.15 Annex 16 Environmental Protection.6.10.3.5.4.16 Annex 17 Security ± Safeguarding international

Civil Aviation against Acts of unlawfulinterference.

6.10.3.5.4.17 DOC 8400 ICAO Abbreviations and codes.6.10.3.5.4.18 DOC 7030 Regional Supplementary

procedures.6.10.3.5.4.19 AIP Pakistan6.10.3.5.4.20 MATS Pakistan6.10.3.5.4.21 Other local procedures and practices prescribed

from time to time including this SATI (MNL-001-LCAT-1.0).

6.10.3.5.4.22 Annex 186.10.3.5.5 Evaluation may be expressed in the following manner.

6.10.3.5.5.1 Appropriate Trainee possesses adequateknowledge of procedures and applies in anefficient manner according to situation.

6.10.3.5.5.2 Inappropriate lacking knowledge or showinginability to apply the procedures appropriate tothe situation.

6.10.3.5.5.3 Planned & Coordinated instructions,clearances or information are issued in advanceand enable pilot/ATS unit to comply with them ina safe and efficient manner.

6.10.3.5.5.4 Irregular & Hap-hazarddelivery of clearance,instructions and information are incorrect andunsystematic so that safety and efficiency cannot be achieved or compliance is impracticable.

6.10.3.6 ITEM-06: AWARENESS:6.10.3.6.1 It pertains to controller¶s ability to understand the

intended/planned manoeuvres of aircraft, to visualize actual andprojected position of all aircraft based on filed or current flight




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plan and position reports as made by conflicting or emergentsituation and take action to resolve it timely and efficiently.

6.10.3.6.2 Trainee¶s performance under this item may be expressed asunder;6.10.3.6.2.1 Positive Controllers knowledge of traffic,

their individual and relative positions anddisposition is correct.

6.10.3.6.2.2 Erratic Controller¶s knowledge of traffic andrelative positions is in incorrect / inadequate anddisposition is poor.

6.10.3.6.2.3 Continuous Forgetful Situational awareness isnot lost during the watch; or controller losesawareness of situations and conflictions/emergencies are not visualized in time.

6.10.3.6.2.4 Active Controller takes executive action toresolve conflictions and handle emergencies inan efficient and safe manner ; or

6.10.3.6.2.5 Inactive If a Controller is unable to takecorrective action in time.

6.10.3.7 ITEM-07: PRODUCTIVITY AND SPEED:6.10.3.7.1 This item defines Controller¶s over-all performance and net

result of his functions. The assessment involves Controller¶shandling of normal and emergency traffic.

6.10.3.7.2 Evaluation under this item may be expressed as follows:6.10.3.7.2.1 Safe Controller¶s delivery of clearance,

instructions, and information is adequate toensure safe operation of aircraft under control;or

6.10.3.7.2.2 Hazardous Safe operations are not ensured.6.10.3.7.2.3 Expeditious Controller responds to traffic

demands in effective and aircraft are notdelayed without valid reasons which are madeavailable to the pilot / operator.

6.10.3.8 ITEM-08: PLANNING OF TRAFFIC:6.10.3.8.1 This item pertains to the quality of planning of traffic as it is

executed, which should be judged as to safety, efficiency,expeditiousness and orderliness in maintaining the flow of traffic

6.10.3.8.2 Evaluation under this item may be expressed with the following:6.10.3.8.2.1 Advanced Controller prepares a plan of

actions taking into consideration CPL/FPL of aircraft and are handled well in time.

6.10.3.8.2.2 Delayed Plan of action is not preparedbefore hand.

6.10.3.8.2.3 Safe Planning is such that safety of air traffic isensured.

6.10.3.8.2.4 Unsafe Planning does not ensure safe flow of traffic.

6.10.3.8.2.5 Expeditious Traffic is planned in a way thatallows aircraft to operate with minimum possibledelay which is unavoidable.

6.10.3.8.2.6 Delaying Unnecessary delays to trafficare involved.

6.10.3.8.2.7 Orderly When traffic is planned toaccommodate flight plans without muchdisruption such as faster, long distance, high

performance flights are given preference over other flights.

6.10.3.8.2.8 Disorderly When planning does not give dueconsideration to flight plans, and faster, high




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performance aircraft get restricted due to lowperformance ones.

6.10.3.9 ITEM-09: JUDGEMENT:6.10.3.9.1 This item gauges controller¶s ability to judge traffic situations,

confliction and suitable actions to resolve such conflictions.

6.10.3.9.2 Evaluation of controller¶s performance under this item should beexpressed as:6.10.3.9.2.1 Accurate when a confliction or any other

eventuality is likely to develop and has beentimely visualised by the trainee controller; or

6.10.3.9.2.2 Erratic confliction and other developingeventualities are not visualised / realised timely.

6.10.3.9.2.3 Advanced Conflicting situations areanticipated well before it occurs; or

6.10.3.9.2.4 Lagging Situation sense is lacking or event is known by the trainee after it actuallyoccurs or not known at all.

6.10.3.10 ITEM-10: INITIATIVE:6.10.3.10.1 It describes the ability of a controller to initiate an action in

advance of its demand. It may include issuing clearances andinstructions, passing essential and meteorological information,and taking measures to avoid delays, resolving conflictingsituations and assisting aircraft in emergencies.

6.10.3.10.2 Evaluation under this item may be described as:6.10.3.10.2.1 Timely Action is taken at right times or 6.10.3.10.2.2 Late If action is delayed.6.10.3.10.2.3 Appropriate Action taken is suitable to the

situation or 6.10.3.10.2.4 Improper Action is not suitable to situation6.10.3.10.2.5 Aggressive Completion of action is pursued or 6.10.3.10.2.6 Inactive Action to be taken is not pursued till

conclusion6.10.3.11 ITEM-11: COORDINATION:

6.10.3.11.1 Coordination is the backbone of air traffic services. Controllersare required to affect accurate timely and complete coordinationwith other ATS units, organizations and agencies usingprescribed format and phraseologies. Instructors must payspecial attention to this item during conduct of OJT.

6.10.3.11.2 Evaluation under this item may be described as:

6.10.3.11.2.1 Thorough All relevant information / data ispassed to the next control unit.

6.10.3.11.2.2 Incomplete Coordination data is deficient.6.10.3.11.2.3 Systematic Message is in correct format and

correct phraseology used.6.10.3.11.2.4 Irregular Message format is incorrect or

hap-hazard and phrased inappropriately.6.10.3.11.2.5 Advanced When coordination is done well

before transfer of control and communication.6.10.3.11.2.6 Delayed When timely coordination is not

effected and do not provide ample time to theaccepting unit to make efficient use of it.

6.10.3.12 ITEM-12: RATE OF PROGRESS:6.10.3.12.1 Rate of progress should be carefully monitored by comparing

the previous watch.6.10.3.12.2 Evaluation under this item should contain qualifying remarks as

given below:6.10.3.12.2.1 Excellent Performance of trainee shows

remarkable improvement during the watch ascompared to the previous watch.




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6.10.3.12.2.2 Good Performance of trainee showsimprovement over previous watch.

6.10.3.12.2.3 Unsatisfactory When the trainee shows no or little improvement.

6.10.3.13 ITEM-13: WORKING RELATIONSHIP:

6.10.3.13.1 This item pertains to the trainee¶s behaviour with colleagues andother agencies. His performance may be evaluated in thefollowing manner;6.10.3.13.1.1 Cooperative & Helping When the

trainee shows acceptability for others problemsand assists them to alleviate their problems,

6.10.3.13.1.2 Indifferent and Inconsiderate When he/shedoes not consider the problems/difficulties of colleagues/ other agencies and do not givethem due attention.

6.10.3.13.1.3 Argumentative and obstructive When thetrainee puts unnecessary arguments with other officials and agencies and acts in such a

manner that the problems get further complicated.

6.10.3.14 ITEM-14: INTEREST AND WILLINGNESS:6.10.3.14.1 Interest and willingness shown by the trainee is judged by efforts

made to learn procedures, rules and practice on live traffic.Instructor should carefully note and suitably describe thetrainee¶s attitude in this respect.

6.10.3.14.2 Evaluation under this item may be qualitatively described usingthe following:6.10.3.14.2.1 Exceptional When it is noted that trainee puts

extra efforts in learning and shows markedimprovement in performance.

6.10.3.14.2.2 Routine Trainee makes efforts butmarked improvement is slow as observed.

6.10.3.14.2.3 Lacking No or little efforts are made bythe trainee to improve upon on his knowledgeand proficiency.

6.10.3.15 ITEM-15: PUNCTUALITY:6.10.3.15.1 Trainee¶s performance with regards to his attendance and

punctuality should be reported. It may include a proper and

accurate reflection on his habit of availing leaves, his arrival onduty time and leaving his duty earlier or during duty time either with permission or otherwise.

6.10.3.15.2 Performance of the trainee under this item may be described as:6.10.3.15.2.1 Regular Trainee attends duties without

absentees6.10.3.15.2.2 Irregular Trainee avails leaves and/or

remains absent from duty quite often.

6.10.3.15.2.3 On time Trainee arrives on duty in time.6.10.3.15.2.4 Late Trainee usually reports for duty

late.6.10.3.15.2.5 Diligent Works with care and effort;6.10.3.15.2.6 Casual Works carelessly and

irregularly.6.10.3.16 ITEM-16: SUPERVISION:

6.10.3.16.1 Trainee¶s supervision of junior officers¶ ATS staff and GSA is to

be evaluated under this item. The controller is required toensure that all sub-ordinate officers and staff perform their assigned duties smoothly and completely with proper discipline.




01/06/2011 6-12 MNL-002-LAAT-2.0

Necessary action is taken in case of any lapse or deficiencyobserved.

6.10.3.16.2 Trainee¶s performance under this item may be described byusing following:6.10.3.16.2.1 Active Observes and supervises the work and

duties of subordinates actively.6.10.3.16.2.2 Lagging When trainee does not observe and

cares about the work and duties of subordinatestaff.

6.10.3.16.2.3 Effective Proper guidance is given toobtain good quality of work.

6.10.3.16.2.4 Ineffective When subordinates are not givenadequate guidance to obtain good quality of work.

6.10.3.16.2.5 Considerate Limitation of subordinates is givendue consideration.

6.10.3.16.2.6 Unmindful Does not consider personallimitations.

6.10.3.17 ITEM-17: ALIGNMENT OF SCOPE AND SETTING UP SEQUENCE :

6.10.3.17.1 Radar controller is required to set up his radar scope in a waythat best picture is obtained for providing safe and efficientservice. Neither deficient information is selected nor superfluousdata is kept displayed to clutter the scope. Ability to identifyvarious symbols and knobology is also to be noted.

6.10.3.17.2 Performance under this item may be described using followingphrases:6.10.3.17.2.1 Accurate Trainee sets up scope to obtain the

most suitable picture for the type of servicebeing provided.

6.10.3.17.2.2 Inaccurate Superfluous or deficient data isdisplayed.

6.10.3.17.2.3 Systematic Selection of switches and knobs ismade appropriate to the required function.

6.10.3.17.2.4 Improper Information not required is displayedand erased on and off or fumbling with switchesand knobs.

6.10.3.17.2.5 Efficient Scope setting is done with ease andfluency.

6.10.3.17.2.6 Inefficient Takes time or does not do proper

scope setting.6.10.3.18 ITEM-17-A: VECTORING TECHNIQUE:

6.10.3.18.1 Navigational guidance is provided to aircraft using radar vectoring to achieve separation, track shortenings, positioningon required tracks for pilot interpreted navigation, avoidance of danger or restricted or prohibited areas or areas of adverseweather. Vectoring therefore requires initiation, continuousmonitoring and termination of vectors. Correct turns and

information regarding purpose of vectoring are primaryrequirements of good vectoring. Both inadequate turns andwider vectors fail its very purpose. OJTI should minutely monitor the trainee performance in this regard and attempt to cultivategood vectoring capability in the trainee.

6.10.3.18.2 Performance of trainee under this item may be described asfollows:6.10.3.18.2.1 Correct and Adequate When turns are given in

correct direction and of sufficient magnitude toachieve the purpose of vectoring.




01/06/2011 6-13 MNL-002-LAAT-2.0

6.10.3.18.2.2 Superfluous When direction of turn is notcorrect and magnitude is less than required or much more.

6.10.3.18.2.3 Well-monitored Aircraft under vector iscontinuously monitored and kept on required

track.6.10.3.18.2.4 Unobserved Monitoring is not continuous and

required tracks are not followed.6.10.3.19 ITEM-17-B: SURVEILLANCE RADAR APPROACHES (SRA):

6.10.3.19.1 SRA is provided to aircraft to bring it to the predetermined pointon final approach for landing in poor visibility / ceiling conditions. A good SRA involves correct alignment on the extended runwaycentreline and a suitable descent profile. Correct and timelyinformation on heading, rate of descent and point of commencement of approach are mandatory to achieve anefficient approach profile.

6.10.3.19.2 Performance of trainee may be described as follows:6.10.3.19.2.1 Systematic When sequence of passing

information is in accordance with prescribed

procedure.6.10.3.19.2.2 Hap-hazard Sequence of prescribed SRA

procedure is not maintained.6.10.3.19.2.3 Accurate When turns and descent is given as

such that proper descent path is achieved.6.10.3.19.2.4 Inaccurate When turns or descent are not

suitable to achieve the correct descent path.6.10.3.19.2.5 Complete All essential features of approach

are maintained ; or 6.10.3.19.2.6 Incomplete Essential features of SRA are not

furnished.

6.11 MONTHLY OJT PROGRESS REPORTS:6.11.1 This report is intended to record and report the progress of a trainee at the end of each

month, so as to monitor the progress and to take corrective actions to enhance and

expedite the training.6.11.2 Evaluation of progress of a trainee should be made by comparing the level of proficiency

achieved during the month, against the required proficiency to be achieved at the end of training and the time/number of watches given to the trainee as compared to the timegenerally taken by an average intelligent trainee to obtain his solo rating. An averageintelligent trainee completes his training approximately in a period (number of watches)as given below;

SR.NO.

UNIT (OJT AFTER COURSE /TRANSFER)

INITIALOJT

SUBSEQUENT FORREVALIDATION

1 Aerodrome / Ground 30 10

2 Area Control (Planner) 40 15

3 Area Control (Radar) 30 10 4 Approach Control (Radar) 30 10 5

Approach Control (Procedure) 30 10

6.11.3 If the progress of a trainee is considered such that he is expected to complete histraining in a particular unit within the period in the table given-above, his progress shouldbe evaluated as Good. If he is expected to take 20 to 30 percent more time, progressmay be evaluated as Average. In case of trainee does not achieve adequate proficiencywithin period of more than 30 percent of the required watches his progress should beevaluated as ³Below-average´ positively.

6.11.4 DISCONTINUATION OF ON THE JOB TRAINING OF INDIVIDUAL DUE TOADMINISTRATIVE OR PERSONAL-REASONS:6.11.4.1 This factor should always be kept in consideration while making evaluation of

training progress. 30 days continuous break in OJT may effect the progress of




01/06/2011 6-14 MNL-002-LAAT-2.0

trainee considerably. Therefore discontinuation of training for 30 days or moreshould be reflected in progress reports.

6.11.4.2 Special attention should be paid to cases where evaluation of progress of trainee is described ³Below average´ Appropriate remedial action shouldinvariably be recommended in such cases on the trainee¶s performance and

progress.6.11.4.3 The report is to be completed by the OJTI and submitted to Facility Training

Officer by 5th of each month following the month reported upon. The FTO willverify the report by comparing the daily reports of the month as well as bypersonally observing the performance of the trainee. He should complete themonthly reports by giving his remarks and submit along with daily reports toC.O.O. for his perusal and onward submission to HQCAA (Director Ops) by7

thinstant positively.

6.12 VALIDITY OF RATING:6.12.1 To keep rating valid an air traffic controller has to perform at least 3 duties in the unit

within 6 months. Rating in any unit shall become invalid when an air traffic controller hasceased to exercise the privileges of the rating for a period of 6 months and the rating

shall remain invalid until the controller¶s ability to exercise the privileges of the rating hasbeen re-established.

6.13 TRAINING AND AIR TRAFFIC CONTROL LICENSE (ATCL)In addition to the training requirement contained in MATS Pakistan section II chapter 1 & 2. Air navigation order (ANO) No. 90.00014 (issue two) for Air Traffic Control Licence (ATCL) is in forcesince 27

thJuly 2004. HQCAA has also approved DC ATCO¶s (Designated check ATCO) at

AIIAP, Lahore to assess the trainees for award of SOLO ratings. In order to ensure complianceof said ANO, COO¶s Memorandum No AIIAP/4021/28/ATS dated 13

thSep, 2004 containing

procedures for training, issue, renewal of ATCL and endorsement of ratings will be followed. Itmay be noted that possession and maintenance of ATC Licence is the responsibility of individual Air Traffic Controller.




01/06/2011 7-1 MNL-002-LAAT-2.0

Chapter 7

NON-SCHEDULED CLEARANCE POLICY

7.1. OPERATION OF SCHEDULED / NON-SCHEDULE SERVICE BY FOREIGNAIRLINES:

7.2. DEFINITIONS: 7.2.1 SCHEDULED SERVICES

7.2.1.1 Scheduled services are those services, which operates according to thepublished timetable approved by AT Directorate.

7.2.2 NON-SCHEDULED SERVICE 7.2.2.1 A service other than Scheduled services which operates on request or

intimation to states through whose territory the aircraft will operate without anypublished time table approved by AT Directorate.

7.2.3 TECHNICAL LANDING / NON-TRAFFIC PURPOSE

7.2.3.1 A landing for any purpose other than taking on or dropping passengers, Cargo

or Mail as approved by AT directorate.7.2.4 COMMERCIAL /TRAFFIC RIGHTS

7.2.4.1 The right to pick up and/or drop of passengers, cargo and mail as approved by AT Directorate.

7.2.4.2 The AT Directorate is authorized by Director General of CAA to clear the Non-Schedule Flights of schedule operators on six-hour advance notice by theoperator. (Ref: HQCQQ/1601/AT-1 dated 15th June 1992).

7.3. DELEGATION OF AUTHORITY FOR ISSUANCE OF FLIGHT PERMISSION BY TEAMLEADER7.3.1 Ref. Letter No. HQCAA/1601/AT(PC) dated 7

th& 26

thJuly , 2010. Director General

Pakistan Civil Aviation Authority, in pursuance of Rule 4 of Civil Aviation Rule, 1994 hasbeen pleased to delegate the authorization for issuance of the flight pemissions to theTeam Leaders of ACCs of JIAP and AIIAP in the under mentioned cases only to avoid unnecessary coordination between HQ and the field units after working hours enabling ATCOs to concentrate more on their specific job for smooth operations:

7.3.2 In case of Scheduled Airlines Team Leaders may permit:

7.3.2.1 Change of Call Signs7.3.2.2 Change of Route7.3.2.3 Change of destination7.3.2.4 Diversions7.3.2.5 Extra section (overflights & delayed flights only)

7.3.2.6 Change of equipment (overflights only) 7.3.3 In case of Non Scheduled Airlines Team Leaders may permit

7.3.1 Change of equipment (of already cleared flight only)7.3.2 Change of call sign (of already cleared flight only)7.3.3 Change of route (of already cleared flight only)7.3.4 Overflight requesting technical landing and vise versa (of already cleared flight

only)7.3.5 Technical landing flights requesting commercial landing (of already cleared flight

only)

7.3.6 Ambulance flights (between 05 PM to 09 AM daily)7.3.7 Emergency / Recovery fligts (between 05 PM to 09 AM daily)Note: Team Leader shall maintain proper record of such flight permission issued by

them and shall intimate to billing office and AT & ER Dte. HQCAA on daily basisfor regularization and ferther necessary action.

7.4. FOLLOWING CATEGORIES OF NON-SCHEDULE FLIGHTS SHALL BE CLEAREDBY HQCAA (AT DIRECTORATE): 7.4.1 Non-Schedule chartered flights desiring to over fly Lahore FIR.7.4.2 All requests for technical landing at Islamabad, Peshawar or Quetta.7.4.3 Traffic rights to Non-Schedule chartered flights.7.4.4 Aircraft belonging to Israel, departing from or destined to an aerodrome within Israel.7.4.5 All VVIP/VIP flights.




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7.5. FOREIGN MILITARY AIRCRAFT: 7.5.1 No Foreign Military aircraft shall be cleared to operate through Lahore FIR without prior

permission from Air Headquarters (PAF Rawalpindi).7.5.2 No Foreign military aircraft shall be cleared for any incidental flight not covered in the

original clearance (test flight, training flight etc) without permission of Air Headquarters

(PAF Rawalpindi).7.6. FOLLOWING PROCEDURE SHALL BE FOLLOWED FOR CLEARING THE NON-

SCHEDULE FLIGHTS, OF SCHEDULE OPERATORS:7.6.1 For processing the case of clearance following information shall be required from the

Operator;7.6.1.1 Name of Operator.7.6.1.2 Type of Aircraft and Registration number.7.6.1.3 Date and time of arrival and departure from Pakistan.7.6.1.4 Place or places of Embarkation and dis-embarkation of passengers and

freights on broad.(as the case may be),7.6.1.5 Purpose of flight and details of passengers and or nature and amount of

freight.7.6.1.6 Name, address and charter of business if any.7.6.1.7 Route of the flight including entry/exit point with timing

7.6.2 Air Transport Directorate HQ CAA is authorized / responsible for the issuance of clearance on behalf of the competent authority.

7.6.3 The clearance so granted shall forthwith be intimated to:

7.6.3.1 The operator or his authorized agent.7.6.3.2 APM of the concerned airport where the aircraft shall make technical landing

and ACC in whose FIR the aircraft would subsequently transit/enter.7.6.3.3 Concerned Air Defence Unit (SOC) through ACC for necessary coordination.7.6.3.4 D.OPS, Air Headquarters and General Manager Air Transport (NR) HQCAA,

through TELEX message.7.6.4 Complete record of all such permissions shall be kept. A daily detailed report in this

regard shall be submitted to HQCAA (AT Directorate).7.6.5 Efficient handling of all requests made in connection with Technical landing or Over-

flying Pakistan shall be the responsibility of Team Leader. He will ensure theimplementation of HQCAA instructions. Complete record of all correspondence made in

this regard shall be maintained. (Ref: COO memorandum No KAP/3422-1/ATS dated25

thJune 1992).

7.6.6 All messages regarding the clearance will be issued from file NO KAP/3422-1(40)/ATS.7.6.7 Team Leaders should remain vigilant about the instruction issued by Govt. of Pakistan /

HQCAA from time to time regarding the clearance of flights and shall comply those

instructions in letter and spirit. (Ban on flights from Israel etc and any other suchrestrictions shall be kept in mind while clearing the flights).




01/06/2011 8-1 MNL-002-LAAT-2.0

Chapter 8

STANDARD STRIP MARKING

8.1 STANDARD STRIP MARKING:8.1.1 The entries on the Arrival & departure (ACC/APP) strips shall be made as under:

A. Aircraft identification.B. Type of aircraft/CategoryC. TAS

D. SquawkE. Flight level or Altitude

F. Fix designator.G. Estimate over fix or ETA/ETD.H. a) Actual time over the fix.

b) ATA.(in case of no Holding).a) Time the aircraft over the fix for holding in case holding is involved.b) ATD in case of departure.

I. a) Time the aircraft left the fix in case of holding.b) ATA at destination in case the aircraft was held prior to landing.c) Actual time over CTR/outer fixes.

J. Place of Departure.K. Route designator.

L. Destination.

M. Previous reporting pointN. Estimate/actual time for previous fix.O. Time at which Instrument approach clearance issuedP. Time at which aircraft commenced instrument approach or reported outbound.Q. Time aircraft reported inbound established during standard approach

procedure.R. Time of coordination with ATS units

A= Area P= Approach Z= Control Tower G= GroundControl

S. Time, place or altitude at which the aircraft handed over to next ATSUnit±RVSM / W & X

T. Clearance limit ³A´ for arrival ³V´ for over flyingU. No delay or EAT, Weather, Type of Approach, Runway.

A E F G J K L M SB N

C D H-I I O P Q R U

HT




01/06/2011 8-2 MNL-002-LAAT-2.0

8.2. STRIP FOR AERODROME/GROUND MOVEMENT CONTROL: 8.2.1 DEPARTURE:

ClearanceLimit

ETD SID CTR ATD Route

Time

TaxiETD Time

FL DEP DESTStart-up Cood Approved Time

Start-up CoodReq Unit

8.2.2 ARRIVAL:

CTRETA ATA STAR

Route Time

SwitchDEST Initial Freq Off Time

CCT Change CoodDEP Over Time Time

PIA 303

B747/H

480 0700

0107 OPLA OPKC

PIA795 370 KC

B777/H 2245

487

7404OPKC OPRN




01/06/2011 8-3 MNL-002-LAAT-2.0

8.3. STRIP FOR ACC ENROUTE AIRCRAFT

ll s

A. Call SignB. Type & wake turbulence catC. TASD. RVSM status

E. Mode / SquawkF. Flight rule & flight typeG. Flight levelH. - P. Reporting point & calculated ETOH* - P* Actual reporting time over fixQ. Departure aerodromeR. Destination & calculated ETAS. Route descriptionT. Registration of the aircraftU. Date time group of strip generation

Note: vacant boxes on the strip may be used to post coordination times.

8.4. STRIP MARKING / SYMBOLOGY: 8.4.1 The following symbols are used for data recording on flight progress strip.

8.4.1.1 CONTROL ABBREVIATION MEANING

A Cleared to AerodromeB Cleared to NDBC ATC Clearance (When relayed through

other unit)D Cleared to depart a Fix/ AerodromeF Cleared to FixH Cleared to Hold (Holding instructions

issued)I Cleared for ILS ApproachL Cleared to landN Clearance not delivered.Q Cleared to fly specified sector of a NAV

aidV Cleared to over fly the fix

X Cleared to cross [airway, route, radial at(point)]

SA Cleared for SRA

A

B

CD

EF

GH J K L M N O P

H* J* K* L* M* N* O* P*

Q R S T U




01/06/2011 8-4 MNL-002-LAAT-2.0

8.4.1.2 CONTROL ABBREVIATION MEANING

SI Cleared for Straight-in-approachVA/CT Cleared for Visual approachVR Cleared for VOR or VOR/DME

approach8.4.1.3 OTHER ABBREVIATION MEANING

A Area Control CentreC Coordination effectedCE Clearance expires at (time)E EmergencyEAT Expected Approach TimeZ Aerodrome ControlI After passingF Flight Information CentreFA Final ApproachFC Expect Further Clearance at (time/fix)G Ground Movement ControlIA Initial ApproachLT Left TurnMA Missed Approach

P Approach Control OfficePT Procedure TurnR Radar contactR (with slash on R) Radar service terminatedR (R to be crossed) Radar contact lostR (encircle R) Radar hand over RACE Request Further Altitude Change

EnrouteRC Reverse CourseRH Runway HeadingRL Report Leaving (fix/level)RP Report Passing (fix/level)

RR Report ReachingRSYD Release Subject To Your DiscretionRT Right TurnRV Radar Vector R (with slash on V) Pilot to resume own navigationRX Report Crossing (airway, route, radial)T Aircraft given time checkTFC Traffic is ADNL TFC Additional Traffic isUFA Until Further AdviceQ Aircraft given appropriate altimeter

settingVIFNO Clearance Void If Not Off ground by

(time)W (With red pen) WarningWX Current Weather passed

Z Delay not determined

8.5. CONTROL INFORMATION SYMBOLS;

SYMBOLS MEANING

Climb and maintain

Descent and maintain

LEVEL Level passed by aircraft




01/06/2011 8-5 MNL-002-LAAT-2.0

Coordination affected

Cruise

@ At (rate of descent/climb)

M Maintain (level)

Join or intercept route, airway, track radial

While in control area

Enter control area

Leave control area

NW Enter control zone (entry from north west)

W Leave control zone (west bound)

Through CTR

250K Aircraft requested to adjust IAS

250knots

-20K Aircraft requested to reduce IAS by 20 knots

+20K Aircraft requested to increase IAS by 20knots

Special VFR operations authorized in vicinity of Aerodrome.

(Level) Level cancelled

(Level) Level re-cleared

Before (time)

After (time)




01/06/2011 8-6 MNL-002-LAAT-2.0

180 Level in-appropriate to magnetic track

Until time, fix, level

(--------) Alternate instructions

At or below

At or above

(level) B (level) Block level assignment

Clearance void if not off ground by (time)

Aircraft reported at assigned level

Information forwarded

Other than assigned level reported by aircraft(Encircle the reported level)

60 VOR/DME holding: Upper figure holding fix,

65 VR 160 Lower figure limiting distance

No delay expected

R/T contact established

R/T contact lost or transferred to unit at

Climb under radar control

Descend under radar control CC

Climb cruise

(time)

310




01/06/2011 8-7 MNL-002-LAAT-2.0

8.6. STRIP MARKING EXAMPLES:

CONTROL INFORMATION SYMBOLS

Climb (coordinated)to FL-370Cross NSH at or below FL-270

Climb (coordinated) to FL-370Cross NSH at or above FL-330

Descend (coordinated) fromFL-350 to FL-80 Cross 80DMEFL-260 or below

Climb to FL250 maintain FL170(due traffic) further climb under Radar control

Descend from FL310 to FL260further descend under radar control

Climb coordinated to FL330

Descend coordinated from FL 350to FL200

Climb cruise from FL150 to FL370

Cleared to fly between radial 090/12025DME to50DME between FL100/FL200

370

NH270

370

330

NH

35080D/ 260

80

250

M 170/PIA303

310

260

330

350

200

330

CC

150

090-120

25D-50D

100B200




01/06/2011 8-8 MNL-002-LAAT-2.0

8.7. TYPICAL RATES OF DESCENT FOR 3-DEGREES GLIDE PATH:

8.7.1 The typical rates of desenet for 3 - degree glide path:

Sr.No.

GROUND SPEED(40knt)

RATE OF DESCENT(Feet / Minute)

1. 40 2002. 50 250

3. 60 300

4. 70 350

5. 80 400

6. 90 450

7. 100 500

8. 110 550

9. 120 600

10. 130 650

11. 140 700

12. 150 750

13. 160 800

14. 170 850

15. 180 900




01/06/2011 MNL-002-LAAT-2.0

A P P E N D I C E S




01/06/2011 APP. A-1 MNL-002-LAAT-2.0

APPENDIX ± ³A´

CIVIL AVIATION AUTHORITY(ATS SECTION)

ATS DAILY TEAM MANNING / ABSENTEE- LEAVE REPORT

Date : ______________ Team : _________

S.No POSITION NAME FROM TO

1 APPROACH CONTROLLER

2 ACC- RDR (N) CONTROLLER

3 ACC- RDR (E) CONTROLLER

4 ACC- RDR (W) CONTROLLER

5 ACC- PRO (N) CONTROLLER

6 ACC- PRO (E) CONTROLLER

7 ACC- PRO (W) CONTROLLER

8 AERODROME CONTROLLER

9 GND MOV CONTROLLER

10 PFIU ± OFFICER

11 GND OPS CONTROLLER12 OJT APP (R) CONTROLLER

13 OJT ACC (P) CONTROLLER

14 ACC COORD (N)

15 ACC COORD (W)

16 FDA-I

17 FDA-II

18 FDA ACC (E)

19 FDA ACC (N)

20 FDA ACC (W)

21 FDA (November)

22 FDA (GOC)

23 FDA ( TWR )24 FLIGHT ENQUIRY

25 TRAFFIC HAND TOWER

26 TRAFFIC HAND ACC

27 SWEEPER

Absentee report;

______________TEAM LEADER

Remarks:




01/06/2011 APP.B-1 MNL-002-LAAT-2.0

DIRECTORY OF DUTIESAPPENDIX ± ³B-1´

AIRLINES SCHEDULE / NON-SCHEDULE CLEARANCECOORDINATION OFFICER

Airlines Scheduled / Non-scheduled Clearance Coordination Officer isresponsible to RFC for: -

a) Updating the diary of all non-schedule flights (Civil/Military) in sequence of YANumbers of AT Branch, HQ CAA / MC Number of Air Headquarters.

b) Making entries of non-schedule clearance issued either locally or by HQCCA / AHQ in the relevant warning registers.

c) Ensuring that airline schedules (domestic/international) are kept up to date.d) Retrieving, preparing and transmitting non-schedule clearance with coordination

of Team Leader.e) Coordinate with AT HQ CAA for issuing clearances to non-schedule flights /

flights making technical landing or over flying Lahore in coordination with Team

Leader if in case the clearance is not available.f) Any other duty assigned by RFC/COO




01/06/2011 APP.B-2 MNL-002-LAAT-2.0

APPENDIX ± ³B-2´

FLIGHT DATA ASSISTANT- APPROACH

Flight Data Assistant ± Approach is responsible to Team Leader for:-

1. Manning the position of FDA in Approach Unit.

2. Logging±in system by feeding assigned user ID and password while taking over.

3. Displaying correct page on VCCS monitor.

4. Collecting and feeding flight plan details from OPLH / Mehran Base in the system.

5. Keeping Q and AAI messages counter zero in ATM system by accepting flight plans,NOTAMs and ATS messages through employing corrections, if required.

6. Preparing and generating computerized / manual flight progress strips for Approachcontroller.

7. Coordinating required FPL information / changes with FDA TWR, ACCs and MMR as thecase may be.

8. Preparing and transmitting ATS messages on the direction of Team Leader.

9. Feeding upper wind data in the system.

10. Any other duty assigned by the Approach Controller or by he Team Leader.




01/06/2011 APP.B-3 MNL-002-LAAT-2.0

APPENDIX ± ³B-3´

FLIGHT DATA ASSISTANT TOWER

Flight Data Assistant Tower is responsible to Team Leader for: -1. Manning position of FDA Tower.

2. Logging±in system by feeding assigned user ID and password while taking over.

3. Displaying correct page on VCCS monitor.

4. Preparing and generating computerized / manual flight progress strips for Aerodromecontroller / GMC.

5. Obtaining ADC number from FDA µN¶ for departing flights.

6. Passing ATD of aircraft to FDA µN¶.

7. Coordinating with Line-1, Line-2 (PIA) and domestic Airlines operations for towing of aircraft on Apron.

8. Maintaining Movement / Revenue Register (CAA-447)

9. Maintaining updating the aircraft movement data in the computer system for ATSrevenue adequately.

10. Coordination with FDA GOC and PFIU for passing flight movements.

11. Preparing daily aircrafts movements (Arrivals / Departures / Local), summary for IOU.

12. Not manipulating with the Q and AAI messages on display.

13. Updating Rwy-in-use into the system upon change.

14. Any other duty assigned by Aerodrome / GMC controller.




01/06/2011 APP.B-4 MNL-002-LAAT-2.0

APPENDIX ± ³B-4´

FLIGHT DATA ASSISTANT- NOVEMBER

Flight Data Assistant µN¶ shall be responsible to Team Leader for: -

1. Manning position of FDA November in ACC.

2. Passing all flight movements received from ACCs / App to SMCC ± PAF (South) and to

obtain / record ADC Number.

3. Passing departure time of all domestic/international flights to SMCC immediately uponreceipt from FDA TWR.

4. Passing stored flight plans of domestic flights to SMCC upon receipt.

5. Recording ADC number of each aircraft in Movement Register (November) and passingto concerned unit as and when requested.

6. Maintaining Movement Register (November) in all respects. Write the names and time towhom the information has been passed in SMCC.

7. Any other duty assigned by team leader.




01/06/2011 APP.B-5 MNL-002-LAAT-2.0

APPENDIX ± ³B-5´

FLIGHT DATA ASSISTANT ± EAST / WEST

Flight Data Assistabt is responsible to Team Leader for:

1. Manning position of FDA (East / West) in ACC.

2. Assisting Area Coordinator in performance of his duties.

3. Any other duty assigned by Area Controller or Team Leader.




01/06/2011 APP.B-6 MNL-002-LAAT-2.0

APPENDIX ± ³B-6´

FLIGHT DATA ASSISTANT CLEARANCES

Flight Data Assistant Clearances is responsible to Team Leader for:

1. Manning position of FDA Clearances in ACC.

2. Retrieving and providing clearance number of non schedule flight to FDA µN¶ or any ATS unit.

3. Sorting and filing of clearances received by HF operator.

4. Preparing and transmitting ATS messages as and when required.

5. Manning AMHS position and start sorting and delivering of ATS messages / flight plans onForm 076 to concerned units in case of FDP failure.

6. Any other duty assigned by the team leader.




01/06/2011 APP.B-7 MNL-002-LAAT-2.0

APPENDIX ± ³B-7´

FLIGHT DATA ASSISTANT-BILLING & REVENUE

Flight Data Assistant ± Billing & Revenue is responsible to Team Leader for:-

1. Manning position of FDA revenue in ACC.

2. Maintaining record of all the aircraft movements in the FIR movement register.

3. Preparing daily aircraft movement summary after 0000 UTC.

4. Maintaining record of aircraft movements on completion of flight.

5. Preparing and updating aircraft movement data in the computer for ATS revenue.

6. Any other duty assigned by the Team Leader




01/06/2011 APP.C-1 MNL-002-LAAT-2.0

APPENDIX ± ³C´

AFTN ADDRESSEES OF CAA OFFICERS

Sr.No

ADDRESSEEAFTN

ADDRESSEES

Sr .No.

ADDRESSEEAFTN

ADDRESSEES

1. Director General CAA OPHQYAYX 21 General Manager Electronics OPHQZXEL

2. Dy. Director General CAA OPHQYAYB 22 General Manager Facilitation OPHQZXFA

3. Chief Human Resource OPHQYHRS 23 General Manager Vigilance OPHQZXVG

4. Director Technical OPHQYAYT 24General Manager Gen-

AviationOPHQYAYG

5. Director Operations OPHQYAYO 25 General Manager MIS OPHQZXIT6. Director Air Transport OPHQYAYR 26 Chief Pilot Calibration OPHQYAYC

7. Director Finance OPHQYAYF 27 Chief Operation Officer OPKCYHYX

8. Director Works OPHQYAYW 28General Manager Gen-Engineering

OPHQEEDX

9.

General Manager Airport

Management OPHQZXFA 29

General Manager

Commercial OPHQZXCL

10.Director Plans &Development

OPHQYAYP 30 Chief Medical Officer OPHQZXMD

11. Chief Legal Services OPHQYALG 31 General Manager Supply OPHQEEDX

12.President SafetyInvestigation Board

OPHQYAYL 32General Manager Disbursement

OPHQZXDB

13. Chief of Flight Standard OPHQYAYH 33 General Manager Account OPHQZXAC14. Chief of Airworthiness OPHQYAYS 34 APM AIIAP OPKCYDYX

15. Director CATI OPKDYPTI 35 General Manager HR OPHQZXHR

16. Director Flight Inspection OPHQYAYI 36 General Manager A TS OPHQZXAS

17. Director SQMS OPHQYASM 37General Manager Air Transport

OPHQZXAT

18. Staff Officer to DGCAA OPHQZXSO 38General Manager FireServices

OPHQZXFS

19. Secretary to DGCAA OPHQZXSY 39General Manager COMM

OPSOPHQZXCM

20. Staff Officer to DY.DGCAA OPHQYYYX 40 Secretary CAA Board OPHYYYX




01/06/2011 APP.D-1 MNL-002-LAAT-2.0

APPENDIX ± ³D´

SDD CONFIGURATION OF ATM SYSTEM AIRCON 2100(GENERAL INFORMATION AREA)

FUNCTIONS SDD TEAM LEADER SDD APPROACHSDD AREA

RADARSDD PLANNER

MSAW CMD FUNCTION CMD FUNCTION CMD FUNCTION CMD FUNCTION

STCA CMD FUNCTION CMD FUNCTION CMD FUNCTION CMD FUNCTION

PSR T CMD FUNCTION CMD FUNCTION CMD FUNCTION CMD FUNCTION

OPTIONS ALL SELECTED ALL SELECTED ALL SELECTED ALL SELECTED

OPERATIONAL MODE INTEGRATED MONO INTEGRATED INTEGRATED

RADAR ALL LAHORE ALL ALL

PRESENTATION

RANGE ALL SECTOR 64 NM

CONCERN

SECTOR

CONCERN

SECTOR

FALT AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

FILTER LIMITS AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

ST AS REQUIRED INOPERATIVE INOPERATIVE INOPERATIVE

EXP + AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

EXP - AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

CEN AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

DCEN AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

FPL AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

MMSG AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

MAP

(MIN REQUIRED)

ROUTE, SECTOR LINE &

GEO. BOUNDRY

ROUTE, SECTOR

LINE & GEO BDRY

ROUTE, SECTOR

LINE & GEO BDRY

ROUTE, SECTOR

LINE & GEO BDRY

FCON AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

QL SC AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

QLOOK AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

LOOK AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

MENU ON ON ON ON




01/06/2011 APP.D-2 MNL-002-LAAT-2.0

APPENDIX ± ³D´

SDD CONFIGURATION OF ATM SYSTEM AIRCON 2100(MAIN MENU WINDOW)

FUNCTIONS SDD TEAMLEADER

SDDAPPROACH

SDD AREARADAR

SDD PLANNER

SECTOR LIST AS REQUIRED AS REQUIRED AS REQUIRED SELECTED

ENTRY COOR INOPERATIVE INOPERATIVE INOPERATIVE INOPERATIVE

EXIT COOR INOPERATIVE INOPERATIVE INOPERATIVE INOPERATIVE

FINDER AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

AUX WIN AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

CLOCK SELECTED SELECTED SELECTED SELECTED

BRIGHT AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

SECTORS AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

LMG AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

DATBLK

Symbol size AS REQUIRED Medium (M) Medium (M) Medium (M)

AFG Number AS REQUIRED 3 3 3

Delay Handover AS REQUIRED 2 2 2

VEL VECT AS REQUIRED 2 2 2

REP Number AS REQUIRED INOPERATIVE INOPERATIVE INOPERATIVE

LBLFRMT

SSR AS REQUIRED M M M

NO SSR AS REQUIRED N N N

TAB FONT AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

RBL OFF Un Do Function UnDo Function UnDo Function UnDo Function

ORI OFF UnDo Function UnDo Function UnDo Function UnDo Function

FRM OFF UnDo Function UnDo Function UnDo Function UnDo Function

ROU OFF UnDo Function UnDo Function UnDo Function UnDo Function

ALR OFF OPERATIVE OPERATIVE OPERATIVE OPERATIVE

QNH OPERATIVE OPERATIVE AS REQUIRED AS REQUIRED

HFS AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

VFS AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

RBL ALM AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

OVERLAP OPERATIVE OPERATIVE OPERATIVE OPERATIVE

CONFL OPERATIVE AS REQUIRED AS REQUIRED OPERATIVE

AREAS OPERATIVE OPERATIVE OPERATIVE OPERATIVE

VELVECT OPERATIVE OPERATIVE OPERATIVE OPERATIVE

METEO INOPERATIVE INOPERATIVE INOPERATIVE INOPERATIVE

SYS MSG ACKNOWLEDGE ACKNOWLEDGE ACKNOWLEDGE ACKNOWLEDGE

QUICKEST AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

PRESENTATION BUTTON (+/-) AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

POSITIONING BUTTONS () AS REQUIRED AS REQUIRED AS REQUIRED AS REQUIRED

PRINT LIST AS REQUIRED INOPERATIVE INOPERATIVE INOPERATIVE

PRINTER 1 AS REQUIRED INOPERATIVE INOPERATIVE INOPERATIVE

LOGOUT REQUIRED REQUIRED REQUIRED REQUIRED




01/06/2011 APP.E-1 MNL-002-LAAT-2.0

APPENDIX ± ³E´SYSTEM PARAMETER

SYSTEM PARAMETER

FDPPARAMETER NAME UNIT MINIMUM

VALUEMAXIMUM

VALUEDEFAULT

VALUEAPPROVED

VALUE

DEPARTURE FP NOTIFICATION TIME(EOBT ± VALUE)

MIN 1 180 20 60

NON ACTIVE FP TERMIMATIOM TIMEEXIT TIME + VALUE

MIN 1 180 120 120

ACTIVE OUTBOUND FP

TERMINATION TIMEEXIT TIME + VALUE

MIN 1 180 30 30

ACTIVE ARRIVAL FP TERMINATIONTIMEETA + VALUE

MIN 1 180 30 30

MINIMAL FP TERMINATION TIME MIN 1 180 15 15

HOLDING FP TERMINATION TIMEHOLD TIME + VALUE

MIN 1 180 60 60

TERMINATED FP DELETION TIMETERMINATION TIME + VALUE

MIN 1 180 45 45

FP LIST REMOVAL TIMESECTOR EXIT TIME + VALUE

MIN 1 180 15 15

SFPL CREATION FROM AN RPLFIR TIME ± VALUE

HHMM 0300 1200 0400 0400

FP LIST PRESENTATION TIMESECTOR ENTRY TIME ± VALUE

MIN 1 180 15 60

ARRIVAL TOWER NO VOLUME LISTPRESEMTATION TIME (ETS ± VALUE)

MIN 1 180 15 60

DEPARTURE TOWER NO VOLUMELIST DELETION TLME (ATD +VALUE)

MIN 1 180 15 15

NEXT POSITION REPORT ALERTTIMENEXT ETO + VALUE

MIN 0 60 03 03

HAND OVER REQUESTPRESENTATION TIMESECTOR ENTRY TIME ± VALUE

MIN 1 05 03 03

DEVIATION TIME FOR STRIP REPRINTPREVIOUS PRINTED ETO +/- VALUE

MIN 5 180 10 10

ENABLE PREWARNING STRIP BOOL NO YES YES YES

ENABLE PROGRESSION STRIP BOOL NO YES YES NOENABLE SECTOR STRIP BOOL NO YES YES YES

PASS RPL TO FP BOOL NO YES YES YES

FPL AUTOMATIC PROCESSING BOOL NO YES YES YESCPL AUTOMATIC PROCESSING BOOL NO YES YES YES

DEP AUTOMATIC PROCESSING BOOL NO YES YES YES

DLA AUTOMATIC PROCESSING BOOL NO YES YES YES

ARR AUTOMATIC PROCESSING BOOL NO YES YES YES

CHG AUTOMATIC PROCESSING BOOL NO YES YES YES

EST AUTOMATIC PROCESSING BOOL NO YES YES YES

CNL AUTOMATIC PROCESSING BOOL NO YES YES YES

POS AUTOMATIC PROCESSING BOOL NO YES YES YES

AUT AUTOMATIC PROCESSING BOOL NO YES YES YES




01/06/2011 APP.E-2 MNL-002-LAAT-2.0

APPENDIX ± ³E´

MTCD (Medium Term Conflict Detection)

SYSTEM PARAMETERMTCD

PARAMETER NAME UNIT MINIMUM MAXIMUM DEFAULTVALUE

APRVDVALUE

LEVEL 1 (H1) FL 0 330 98 75LEVEL 2 (H2) FL 100 900 217 155STANDARD VERTICAL SEPARATION TOH1

FL 3 70 10 05

STANDARD VERTICAL SEPARATION H1TO H2

FL 3 70 10 10

STANDARD VERTICAL SEPARATIONFROM H2

FL 3 70 10 10

LONGITUDINAL SEPARATION(APPROACH) MIN 0 20 10 03LONGITUDINAL SEPARATION

(EN ROUTE)

MIN 0 20 15 10

LATERAL SEPARATION NM 1 30 05 30

MTCD RVSM (Medium Term Conflict Detection RVSM) RVSM STANDARD VERTICALSEPARATION

FL 3 70 10 09

APW ( Area Proximity Warning)

MINIMUM ALTITUDE FL 2 900 0 0

MAXIMUM ALTITUDE FL 0 900 820 820

ALARM TIME OUT Sec. 30 120 120 120

SDP ( Surveillance Data Processor) WEATHER CYCLE SCAN 5 20 12 12

SCAN CHANGE SSR TO PSR TRACKMON / BYP MODE

SCAN 2 10 3 3

SCAN CHANGE VALID TO INVALIDCODEMON / BYP MODE

SCAN 3 10 5 5

MIN. ALTITUDE INITIATION SSR TRACK FL 0 900 0 3MIN SPEED INITIATION TRACKREQUIRED

Kts. 0 100 27 27

MAX. SPEED INITIATION TRACK

REQUIRED

Kts. 100 900 900 900

CYCLES PSR INITIATION TRACKREQUIRED

SCAN 3 10 5 3

TIME PSR INITIATION TRACK REQUIRED Sec. 10 30 20 20

DISTANCE PSR INITIATION TRACKREQUIRED

NM 1 6 1 1




01/06/2011 APP.E-3 MNL-002-LAAT-2.0

APPENDIX ± ³E´

SNET

COMFORMANCE ALTITUDE THRESHOLD FL 0 900 3 3

AMHS

DELTE AFTER READ BOOL NO YES YES YES

DELETE AFTER SEND BOOL NO YES YES YES

ERASE SVC BOOL NO YES YES YES

SDP CIN

DISCREPANCE DISTANCE m. 0 20000 9000 9000

PRESENT TIME OF ALARM BY FOM DECREM. c/10sec. 2 8 2 2

DLS (Data Link Server)

ADS CONTRACT MODIFICATION STATUS ENUM - - Man. Man.

DEFAULT INITIAL ADS CONTRACT STATUS ENUM - - Act. Act.

AUTO CPDLC MESSAGES GENERATION STATUS ENUM - - Act. Act.

OPERATIVE FUNCTIONS (CMD)

MSAW Disable

STCA Enable MTCD Enable CIN Disable APW Enable Auto PSR TRK Initiation Enable

Auto handover Enable Auto synthetic TRK generation Enable

Radar dynamic adjestement Enable




01/06/2011 APP.F-1 MNL-002-LAAT-2.0

APPENDIX ± ³F´

MINIMUM REQUIREMENT FOR AIRCRAFT OPERATION

TYPE OF

AIRCRAFT

REQUIRED RWY

LENGTH (IN FEET)

REQUIRED LCN REQUIRED FIRE

CATEGORY

B747 10000 80 ± 90 9

B757 5400/9200 80 ± 90 8

B767 5900 80 ± 90 8

B777 6700 70 7

B737 6500 ± 9000 65 ± 75 6

B707 9000 80 ± 90 7

B727 9000 49 7

A300 9000 80 ± 90 8

A310 9000 80 8

A320 9000 80 6A330 8600 80 7

A340 10000 70 8

IL86 9000 49 8

IL96 10000 60 8

IL76 7000 49 8

IL62 9500 80 8

DC10 10000 80 9

DC9 6800 48 7

DC8 10000 80 7

L1011 10000 80 9

MD11 10500 80 9

MD83 6800/8300 65 6

MD90 7200 70 7

MD87 6200 65 6

BAC1-11 4700/7400 33 6

TU154 8200 39 7

F-27 5000/7000 10 4

DHC-6 2000 10 3

ATLANTIC 7000 60 5

C-130 4660 10 4

YK42 7220 40 6

LEAR-JET 3500 20 3

C-172 1800 10 3C-402 2100 10 3

CITATION-5 3200 10 3

FALCON-20 3850 15 3

B-200 2845 12 3




01/06/2011 APP.G -1 MNL-001-LAAT-1.0

APPENDIX ± ³G´

AIRCON2100 VFR POINTS

LOCATION CODE

ATHARA HAZARI AHZARI

BAIDIAN BADIAN

BALOKI BALOKI

BASAAL BASAAL

BATAPUR BATPUR

BHAGTAWALA BTWALA

BHALWAL BALWAL

BHIMBER BIMBER

CHAK JHUMRA CJUMRA

CHAKWAL CHKWAL

CHANDAR CHNDR

CHICHAWATNI CWATNI

CHINIOT CHNIOT

CHUNIAN CHU

DASKA DASKA

EIMANABAD EMABAD

FAISALABAD FAFAROOQABA FRQABD

GANDA SINGH WALA GNDSWA

GUJAR KHAN GJKHAN

GUJRANWALA GRWALA

GUJRAT GUJRAT

HADIARA HDIARA

HAFIZABAD HFABAD

HALA HALA

HEAD MARALA HMRALA

HEAD SULMANKI SMANKI

HEAD TRIMU HTRIMU

JARANWALA JRWALA

JHELUM JHELUM

KALA BAGH KLBAGH

KASUR KASUR




01/06/2011 APP.G -2 MNL-002-LAAT-2.0

APPENDIX ³G´

AIRCON2100 VFR POINTS

LOCATION CODE

KHANEWAL KHNWAL

KHARIAN KHRIAN

KHEWRA KHEWRA

KHUSHAB KHSHAB

KUNDIAN KUNDIA

MANAWALA MNWALA

MANDI BAHAUDDIN MANDI

MANDI BUREWALA BWALA

MANGA MANDI MANGA

MANGLA MANGLA

MANGTAWALA MNWALA

MIAN CHANU MIANCH

NANKANA NKANA

NAROWAL NROWAL

NAWANKOT NWAKOT

OKARA OKARA

PADHRAR PADRAR

PAKPATAN PPATAN

PASRUR PASRUR

PATOKI PATOKI

PINDI BHATIAN PBAHTI

RAHWALI RHWALI

RAIWIND RAIWND

SAHIWAL SWAL

SANGLA HILL SANGLA

SHAHKOT SHAKOT

SYPHEN SYPHEN

TANDA TANDA

TANDIALWALA TNDWAL

THAL THAL

TILA GANG TGANG

VEHARI VEHARI

WAHGAH WAHGA




01/06/2011 APP.H -1 MNL-002-LAAT-2.0

APPENDIX ³H´ SUGGESTIONS / RECOMMENDATIONS:

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01/06/2011 APP.H -2 MNL-002-LAAT-2.0

APPENDIX ³H´SUGGESTIONS / RECOMMENDATIONS:

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01/06/2011 MNL-002-LAAT-2.0

DISTRIBUTION LIST

Sr. No. COPY No.DISTRIBUTION

(LOCATION/SECTION)

MEDIUM OFDISTRIBUTION

(Electronic/Printed)

DISTRIBUTIONDATE

01. 01. GM ATS, HQCAA PRINTED 1st

June 2011

02. 02. GM ANS/DAAR HQCAA PRINTED 1st

June 2011

03. 03.Chief Operation Officer, AIIAP, Lahore

PRINTED 1st

June 2011

04. 04. Airport Manager, AIIAP,Lahore

PRINTED 1st June 2011

05. 05.Chief Technical Officer, AIIAP, Lahore

PRINTED 1st

June 2011

06. 06. CFRO, AIIAP, Lahore PRINTED 1st

June 2011

07. 07.Radar Facility Chief, AIIAP,Lahore

PRINTED 1st

June 2011

08. 08. DMR, AIIAP, Lahore PRINTED 1st

June 2011

09. 09.Facility Training Officer, AIIAP, Lahore

PRINTED 1st

June 2011

10. 10.Manager Airside, AIIAP,Lahore

PRINTED 1st

June 2011

11. 11. AISO, AIIAP, Lahore PRINTED 1st June 2011

12. 12. Area Control Centre, AIIAP,Lahore

PRINTED 1st

June 2011

13. 13. Aerodrome Control Tower, AIIAP, Lahore

PRINTED 1st

June 2011

14. 14.Pre Flight Information Unit, AIIAP, Lahore

PRINTED 1st

June 2011

15. 15.SATO WALTON FISS,Walton Aerodrome Lahore

PRINTED 1st

June 2011




INTENTIONALLY LEFT BLANK

sati , 2011

Documents

air traffic management

air traffic services

flight plan

radar control service

corrigenda date date

date of implementation

trainingtest flight

acc sectors