LPPT AD 2.1  Aerodrome location indicator and name

LPPT — LISBOA

LPPT AD 2.2  Aerodrome geographical and administrative data

LPPT AD 2.3  Operational hours

LPPT AD 2.4  Handling services and facilities

LPPT AD 2.5  Passenger facilities

LPPT AD 2.6  Rescue and fire fighting services

LPPT AD 2.7  Seasonal availability - clearing

LPPT AD 2.8  Aprons, taxiways and check locations data

LPPT AD 2.9  Surface movement guidance and control system and markings

1	Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system at aircraft stands	All Stands with ID signs and marks; Taxiway guide lines. Follow-me Guidance available on request. Apron 10, 11, 12, 60 and Stand 147 provided with ASMGL - Aircraft Stand Manoeuvring Lights, intended to be use respectively of LVO or NVO operational conditions. Incoming traffic for the mentioned Stands, will see yellow sequence and omnidirectional flashing lights on pavement activated when aircraft is located 60 meters from stand lead in line, thereon ASMGL lights will turn yellow fixed from a distance of 45 meters of stand entrance and until chocks-on input is given on APIS. Marshalling granted to all Stands without Aircraft Parking and Information System (APIS). APIS available for all Stands located on Aprons 10, 11,12, 14, 20, 22, 30, 40, 41, 42, 50 and 80. APIS display indication “OK” is a system status information and not a Stand Clearance confirmation message. Pilots shall not consider as granted that aircraft safety area (ASA) is clear of obstacles when APIS is displaying a “OK” message. Description of All APIS units ../graphics/eAIP/AD0607050739120.pdf A - Display indicating: “COMPANY”, “ETD”, “AIRCRAFT TYPE”, “SLOW”, “OK”, “CHCK” and “TOO/FAR” information. B - Display indicating: “FLIGHT NUMBER”, “TIME”, “STOP”, “ON” (chocks) and “DOWN” information. C - Centreline beacon side-in-guidance. D - Closing-rate information. Full closing rate thermometer indicates at least 16M to stop position. Pilot Instructions: 1. - Follow taxi lead-in and adjust according to the directions of the centreline beacon single-in guidance. 2. - Check correct Aircraft Type is flashing and that centreline guidance and closing rate thermometer is activated. 3. - Do not enter the Stand if display presents “STOP” or wrong Aircraft Type. 4. - Approximately 29M before “STOP”. 5. - 23M before “STOP”, Aircraft Type goes steady. If speed is too high “SLOW DOWN” can be shown. 5A. - 19M before Stop position aircraft series information disappears. 5B. - 15M before Stop position aircraft type information disappears and 14M is displayed and gradually decreases until final stop position. 6. - Full closing rate thermometer indicates at least 15M to STOP. When Aircraft has less than 15M to STOP thermometer start to move from bottom to top. 7. - When stop position reached, display indicates “STOP” and if Aircraft parks correctly, display indicates also “OK”. 8. - If Aircraft overshoots the limit for correct parking, display indicates “TOO/FAR”. Request for push back might be necessary. 9. - Display and indicators automatically shut down after 3 minutes. 10 - When final stop position reached or if a failure occurs, the display shows first stop-stop before OK or the failure code is displayed. 11 - When pilot receives from APIS, wrong aircraft type, wrong flight number, an ERR-message (i.e ER-62), an ESTOP (emergency stop message), if the display becomes unreadable, or if the distance indicator remains frozen once the aircraft cockpit is abeam the boarding bridge, AIRCRAFT MUST BE STOPPED immediately. Crew shall then contact GND, ask for a marshaller and hold position.
2	RWY/TWY markings and lights	RWY Marking Aids: Runway designation, Runway centre line, Threshold, Aiming Point, Runway Side Strip, Touchdown Zone, Displaced Threshold and RET code distance, RWY End Marking. TWY Marking Aids; Enhanced Taxiway centre line at TWY U3, RWY Holding Positions, mandatory instructions, Information (direction) at G2, U1, U4, and C, Information (wing span restriction) at W1, B and F. Taxiway Centre Line, Taxiway Side Strip, Runway Holding Position and Intermediate Holding position. Runway Lights: RWY 03: Threshold, Runway Edge, Centre Line, Wing-Bar, THR Identification, RWY Guard Lights and RWY End. RWY 21: Threshold, Runway Edge, Centre Line, Wing-Bar, RWY Guard Lights and Runway End. RWY 17: Runway Edge, Threshold and Runway End. RWY 35: Threshold, Runway Edge, and Runway End. Taxiway Lights:Centre Line (See remarks below)
3	Stop bars	Stop Bar: All CAT II/III RWY03/21 holding positions and intermediate holding positions with stop bars associated and vertical signs. Additionally stop bars also on following TWYs: A1, A2, G2, HN, HS, M1, M2, M3, M4, N1, Q1, Q2, RWY35, RWY17, S1, S3, T, U2, U3, U4 and W3. Runway Incursion Alarm: Micro-wave alarm sensors provided on following locations: Holding positions CAT II/III RWY 03/21 at TWYs M5, N2, P, HS, RWY 35 intersection, S1, T, S2, HN, U5, U6 and S3. Runway incursion prevention: RWY 17/35 provided with Stop-Bar protection ring, to include RWY crossings except intersection of RWY 03/21 with RWY 17/35 where a Stop-Bar is not provided. Control and operation of protection ring is provided by TWR taking into consideration the occurrence of RWY17/35 take-off and landing operations to activate the stop-bar protective ring.
4	Remarks	Traffic lights not provided on service road crossing TWY L1 and L2 and on service road crossing Taxilane F and TWY G2. TWY Centre Line Lights not provided on TWY D

LPPT AD 2.10  Aerodrome obstacles

LPPT AD 2.11  Meteorological information provided

Abbreviations used in following table:

LPPT AD 2.12  Runway physical characteristics

LPPT AD 2.13  Declared distances

LPPT AD 2.14  Approach and runway lighting

LPPT AD 2.15  Other lighting, secondary power supply

LPPT AD 2.16  Helicopter landing area

LPPT AD 2.17  ATS airspace

LPPT AD 2.18  ATS communication facilities

LPPT AD 2.19  Radio navigation and landing aids

LPPT AD 2.20  Local AERODROME regulations

1. Limitations on use of aerodrome

1.1 Restricted to ACFT capable of maintaining two way communications with Lisboa TWR.

1.2 Landing and/or take-off is forbidden by Law between 00:00 (23:00) and 06:00 (05:00), except in case of force majeure. However, according to governmental deliberation, exception regime has been granted for Lisboa Airport in which landing and/or take-off are allowed in a limited number.

1.3 Night restrictions are now applicable at LISBOA AIRPORT between 00:00 / 06:00 (23:00 / 05:00). This restriction is only applicable to civil subsonic jet aeroplanes with a maximum certificated take-off mass of 34000KG or more, or with a certified maximum internal accommodation for the aeroplane type in question consisting of more than 19 passengers seats, excluding any seats for crew only.

The authorisation for air movements during this period is conditioned to:

1. The maximum number of movements allowed (26 daily, 91 weekly),
2. The noise level of the aircraft concerned, in compliance with ICAO,
3. Aircraft authorised to land during the night period are strictly forbidden to reverse thrust right after landing,
4. The operating restrictions set out in Item 1 shall not apply to the following cases of force major:
   1. Aircraft operating humanitarian emergency or evacuation missions,
   2. Aircraft to come across urgent situations, taking in account weather, technical failure or flight safety reasons,
   3. Air movements subject to an unforeseen schedule alteration due to abnormal disturbance within Air Traffic Control.
   4. Air movements operated up to 01:00 which were actually scheduled for periods up to 00:00, due to delays for which neither the Airport Management Company nor the Operator were to blame,
   5. Air movements from / to Autonomous Regions of Madeira and Azores, due to meteorological conditions,
   6. Landings operated during the period comprised between 05:00 / 06:00, due to weather reasons, as far as the arrival had been scheduled for a time after 06:00.
5. For the purpose of compliance with provision of Item 2 above, the operator shall, when applying for a slot provide the information contained in the aircraft manufacturer’s noise certificate.
6. Noise abatement procedures during approach, landing and take-off shall comply with standards and procedures set in ICAO PANS OPS Volume I and Portuguese AIP.
7. Aircraft authorised to land and take-off shall comply with technical characteristics according to ICAO Annex 16 Volume I, Chapter 3 and Portuguese AIP:
   1. For Landing: Approach to landing MS 9 equal x EPNDB
   2. For Take-off: (take-off PS side-line) / 2 equal x EPNDB.

Note: Information contained in the ACFT manufacturer’s noise certificate.

1.4 Air movements considered to be of public interest are not defined as a case of force major and have to be previously and exceptionally authorised by the Autoridade Nacional da Aviação Civil (ANAC) according to Decree Law 293/2003 of 19 November.

1.5 For request of Airport Slots see page GEN 1.2 - 1.2.2

1.6 Due to the actual high demand of traffic inbound Lisboa AD and surrounding aerodromes (LPAR-Alverca, LPCS-Cascais and LPMT-Montijo), the practice of instrument approach to LPPT-Lisboa for training and/or for instruction is not allowed in normal circumstances. Exceptions can be accepted after coordination with the Approach supervisor on duty and subject to analysis.

1.7 Penalties for non-compliance with slot allocation rules during the night period

See Section GEN 1.2.2.1.2

2. Radio communication

Continuous two-way as prescribed in Airspace Classification C possessions (see ENR 1.4 - 1.4.2).

After Take-off all aircraft shall contact Lisboa Approach when passing 1000FT QNH, unless otherwise instructed by Lisboa Tower.

In order to reduce the frequency occupancy in Lisboa APP/TMASectors, pilots are requested:

• Departures: On first contact with APP report only the Callsign, Altitude and SID.
• Arrivals: On first contact with Lisboa Terminal Control report only the Callsign, Cleared Flight Level and STAR.

3. Taxi, Parking, Push-back and Engine Start-up, Procedures

3.1 Lisboa Airport is equipped with a Surface Surveillance System using Mode-S Multilateration:

1. Aircraft operators intending to use Lisboa Airport shall ensure that the Mode S transponders are able to operate when the aircraft is on the ground.
2. Pilots shall select Auto Mode and assigned Mode A code. If Auto Mode is not available select ON and assigned Mode A code:
   • from the request for push back or taxi whichever is earlier;
   • after landing, continuously until the aircraft is parked on stand;
   • when parked on stand select STBY or OFF
3. Whenever the aircraft is capable of reporting aircraft identification, the aircraft identification should be entered from the request for push back or taxi whichever is earlier (through the FMS or the transponder control panel). Air Crew must use ICAO defined format for entry of the aircraft identification.
4. To ensure that the performance of systems based on SSR frequencies (including airborne TCAS units and SSR radars) is not compromised, TCAS should be selected when approaching the holding point. It should then be deselected after vacating the runway.
5. For aircraft taxiing without flight plan, Mode A code 2000 should be selected.

3.2 Till 10 minutes prior to EOBT, departing traffic shall contact Lisboa Delivery, Lisboa Ground or Lisboa Tower, as announced by ATIS.

This contact with ATC is to inform / receive:

1. Parking Position
2. ATIS ACK;
3. Modify / confirm ETD;
4. Modify / confirm Cruising Level;
5. ATC Clearance;

If ATIS not available, traffic shall contact Lisboa Tower between 22:00-07:00 (21:00-06:00) and Lisboa Delivery or Lisboa Ground between 07:00-22:00 (06:00-21:00).

Note: Start-up of flights affected by ATFM measures are to observe the stated in ENR 1.9 - 1.9.6.

3.3 Push back and start-up - all aircraft shall contact Lisboa Ground or Lisboa TWR (when Lisboa Ground is closed) for push back and/or Start-up Clearance

Aircraft outgoing from a nose in stand only allowed when towed. Use of reverse thrust (power back) for maneuvering from a stand is not permitted.

Starboard engine allowed running in “Hotel Mode” for turbo-propeller aircraft while parked in Stand, during ground rotation, if GPS not available or inadequate and for Safety reasons. If ACFT engine is running in “Hotel Mode” a crew member shall remain in the cockpit at all time.

Reverse thrust on propeller or jet engine as assistance on aircraft stopping during parking procedures, is not permitted, except for safety reasons to be justified.

Engine start up is allowed in nose stands during push back.

• Whenever an ACFT is inoperative or not available, one engine start up is permitted on a nose in stand before starting the push-back manoeuvring; in this circumstance Lisboa GND or LisboaTWR must be advised and the start up procedure will be assisted by follow-me.

Anti-collision lights must be activated whenever engines are operating and during push back manoeuvre. Exception applicable for turbo-prop aircraft operating engine Nr2 in “Hotel Mode” while parked in stand.

Restrictions

Aircraft Stands Limited
All aircraft, intending to operate single engine TAXI-IN, must consider in due time if able to shut down port side engines before having GPU or GPS available on Stand. If unable due aircraft APU INOP starboard side engines shall then be maintained running instead of port side engines which must be shut down immediately upon aircraft on stand stops taxiing.

Engine cross-bleed starts are not allowed during push back manoeuvres.

1. APRONS 10, 11, 12 and 14
   • Be aware when pushing from Stands 106, 107, 108, 116, 117, 122, 123, 125, 126, 141 and 142, to not infringe clearance areas of TWYs M1, Y, G1 and W2.
   • Pilots are to use, minimum power necessary when manoeuvring on Taxilanes A1 and A2, this is of utmost importance specially when turning to cross or enter onto RWY 17/35, via TWY K, M1, Y and G1, due to jet blast hazard affecting Apron Stands and vehicle movements on service roads adjacent to TWY A1 and A2.
   • Except for safety reasons, multi-propeller aircraft must have port engine propellers fully stopped before entering Apron Sands.
   • Allowing the aircraft to move backwards on any Stand by releasing aircraft breaks, and without the assistance of a push-back tug, or power push device connected to the aircraft, is strictly forbidden.
2. APRON 70
   • On 701, 702, and 703 positions (nose out) ACFT will have direct entrance through TWY R2 and the departing manoeuvre will be autonomous through Taxilane D and via Taxilane W1.
   • On position 704 (nose in) the ACFT will entry by Taxilane W1 and Taxilane D, the departing manoeuvre will be done with push-back and pull-ahead to the breakaway zone of Taxilane D with the nose facing South, where, after the push-back unleashed, the ACFT will begin taxiing by its own means to Taxilane W1 under TWR instructions.
   • Pilots are to use MNM PWR necessary when manoeuvring on this Apron. This is of utmost importance when break away from Stands 701, 702 and 703 and manoeuvring to exit Apron, where jet blast can affect adjacent Stands and vehicles on apron service roads.
3. APRON 14
   • Aircraft pushing back from Stand 146 shall be pushed along the all lengths of the Stand maintain alignment with the lead-in line of the Stand until reaching TWY R2 and Taxilane W1 intersection. From there a Pull-ahead manoeuvre shall be executed placing the aircraft over R1 TWY centreline.
4. APRON 60
   • Apron Taxilane F restricted to aircraft with wingspan up to but not including 36M (ICAO Code C). Larger aircraft shall use TWY G2 for TAXI and ground manoeuvring.
   • Apron not provided with APIS. Aircraft destination Stands 600, 601 to 609 shall proceed only under Follow-me assistance or Airport Marshall instructions.
5. APRON 50
   • When Aircraft with a wingspan superior to 65M are exceptionally parked on this Apron, they should always enter and exit through Taxiway M2 assisted by Follow-Me Vehicle while taxiing on Apron Taxilane J.
   • Aircraft faced North at Aircraft Stand Taxilane J must only initiate taxiing after clearance for entering Taxilane I. Stoppage is not allowed to avoid jet blast at Stand 506.
6. APRON 42
   • In LVO Push back from Stands 424, 425 and 426 shall be assisted by Follow-Me Vehicle on TWR request to grantee TWYs U1 and P clearance.
7. APRON 30
   • Normal Visibility Operations (NVO) Traffic for all Runways
     1. Push back must place the Aircraft at the dedicate axle only for Push back purpose (see graphic below) compulsory within the trapezium delimited with 2 dash lines (North and South); one to grant the clearance of Taxiway U1 designated clearance U1 and the second to grant the clearance of Taxiway N1 designated clearance N1. Both these dash lines are distant from the Centre Line of Taxiways U1 and N1 47.5M. The other 2 limits are delimited with the axle of Taxiway V and the safety line of Stands 301and 302. From Stand 301 the Push back manoeuvre must place the Aircraft at the dedicate axle inside the lines of the clearance U1 and N1, nose faced South.
     2. From Stand 302 the Push back manoeuvre must place the Aircraft at the dedicate axle inside the lines of Clearance U1 and N1, nose faced North. This Stand is provide with dashes circles in white for Push back manoeuvre track.
   • Low Visibility Operations (LVO) Traffic for Runway 21
     1. All Push back must place the Aircraft at Taxiway V axle nose faced South.

APRON 30 EXITS:

../graphics/eAIP/LP_AD_2_LPPT_apron30_exits_en.pdf

3.4 Areas not seen by Tower

Stands of Aprons “10”, and “11” not seen by Tower are:

1. 104, 105, 106, 107, 108, 114, 115, 116 and 117

STANDS OF APRONS 10 and 11 NOT SEEN BY TOWER:

../graphics/eAIP/LP_AD_2_LPPT_AREAS_NOT_SEEN_BY_TWR_APRON10_11_en.pdf

Stands and Taxiways not seen by Tower are:

Taxiways and Stands of Aprons 20, 30, 40, 41, 42 and 50 not seen by Tower are:

1. Apron 20, 40, 41 and 42 - all Stands
2. Apron 30 - all Stands
3. Apron 50 - Stands 505 and 506
4. Taxiways M3, M4, L1, L2, V, N1, and taxilanes Z1 and Z3
5. Taxilane A1and TWY Z2

../graphics/eAIP/LP_AD_2_LPPT_areas_not_seen_by_twy_apron_20_30_40_41_42_50_en.pdf

3.5 Taxi Route Procedures

For Taxi Route Procedures see Charts LPPT AD 2.24.03-1, LPPT AD 2.24.03-3.

Prevention on Runway incursions.

Low sun angles reduce visibility of Holding Position Markings and Signs RWY 35/17 for ACFT taxiing out of RWY 03 via RET NORTH and southbound through TWY U3.

Avoiding of other aircraft and obstacles in holding areas is the responsibility of the flight crew involved.

Nose-in stands centreline marked by yellow lines, Stand entry guidance is provided by APIS system except Stands located on Aprons 60, and 70. Marshalling is compulsory on Stands not provided with APIS units.

When manoeuvring on Stands with Passenger Boarding Bridge, upon reaching the Bridge Canopy if APIS distance to stop is not shown by APIS display or the vertical visual indicator thermometer in the display does not respond to the aircraft approach pilot MUST STOP ACFT IMMEDIATELY.

Aircraft type MD11 shall TAXI with engine Nr 2at IDLE power or shut down. B747, A340 and AN124 shall TAXI with engines Nr 1 and Nr 4 maintaining IDLE power or shut down.

Aircraft type AN124 and B748 are subject to Taxi restrictions according TWR instructions.

Heavy aircraft not authorized to turn from TWY G2 onto TWY U2 due jet blast hazard.

In order to avoid jet blast affecting parked ACFT and structures :

• Aircraft taxiing on Taxilane “A1”, “A2” or “TWY R1 “and instructed to hold before RWY 17/35 shall stop and hold facing north or south. Stoppage is not allowed when on TWY s “M1 “or “G1 “and facing west.
• Aircraft taxiing via Taxilane “J” to the north and instructed to hold before TWY”Q1” shall stop and hold on aircraft stand taxliane “J” facing north. Stoppage is not allowed facing east.

TWYs M3, R2, S1, S2, S3, S4 and T with a grading strip distant 19M from TWYs centre line. Due to intake area ACFT type B747 or similar are requested to taxi with engines Nr 1 and Nr 4 at IDLE Power.

ACFT Taxiing Northbound on TWY S3 NOT ALLOWED to turn right and enter TWY U6.

All aircraft determined to be ICAO Code E and above must perform judgemental oversteering instead of cockpit over centreline steering when taxiing in order to avoid TWY lateral excursions from main gear. Taxi caution required on all aerodrome taxi routes.

All 4 engine aircraft determined to be ICAO code E and above, shall not use differential engine thrust on engines 1 and 4 above 40 percent N1 (fan speed) or engine reverse thrust to make sharp turns oversteering in order to avoid TWY and RWY foreign object debris hazards.

Taxilane restrictions:

1. Taxilanes A1, A2, M1, K and Y restricted to aircraft wingspan up to 48 meters.
2. Taxilanes B, C, and Taxilane W restricted to aircraft wingspan up to 51 meters.
3. Taxilane F restricted to aircraft wingspan up to 36 meters.
4. Taxilane E restricted to aircraft wingspan up to 36 meters.
5. Taxilane D restricted to aircraft wingspan up to 31 meters

../graphics/eAIP/LP_AD_2_LPPT_rapid_exit_twy_code_distance_marking_en.pdf

3.6 Follow-Me and marshaller assistance

Available under request. compulsory assistance for Stands not provided with APIS.

3.7 Use of Auxiliary Power Unit ()

APU must be shut down at the earliest opportunity on arrival at Stand. Except in Emergency APU must not be operated between 23:00 (22:00) and 06:00 (05:00);

Aircraft APU must not be left running unless either a qualified person is in attendance or the APU as both an auto-shut down and auto-extinguish facility.

GPU is not allowed on aircraft Stands unless GPS is not available.

Narrow body aircraft:

• Use of APU is restricted to 15 min after arrival and not more than 30 min before departure.
• If aircraft is on a short turnaround time of less than 55 min, the APU may be left ON after arrival.
• If OAT is below 5º C or above 25º C, the APU restriction is extended to 60 min before ETD

Wide body aircraft:

• Use of APU is restricted to 20 min after arrival.
• Use of APU is restricted to 75 min before departure, or not more than 90 min when GPU has not enough power to support the FMS.
• If aircraft is on a short turnaround time of less than 110 min, the APU may be left ON after arrival on Stand.
• If OAT is below 5º C or above 25º C, the APU restriction is extended to 90 min before ETD

3.8 Engine test runs

Engine test runs may only take place:

• On Multipurpose Ramp
• Short Engine checks at Idle Power are allowed on stand. TWR permission required.

Test runs are allowed only from 06:00 (05:00) to 22:00 (21:00) on the condition that a previous authorization was obtained from the airport Duty Officer (Telephone Ext.Nr. 21686 or 21782).

4. Apron 70 operation and procedures

The coordinates of positions 701, 702, 703 and 704 are painted on the ground at the captain side.

Refuel service by fuel trucks only.

5. Parking restrictions

Due to shortage of Parking Stands the following restrictions are imposed:

Airport slots for non-based carriers are restricted to a maximum of 3 hours parking.
Parking periods exceeding 3 hours, only upon prior approval from Lisboa Airport Management.

All aircraft based at Lisboa are only allowed to park for a eighteen (18) hours period.
Extension to this parking period must be subject to Lisboa Airport Director prior approval. Any extension granted is valid just for the time (date and hour) limit approved.

Failure to comply with the time limit approved on departure aircraft (based or non-based) is immediately subject to surcharge according to decree-law 254/2012.

6. Use of runways

6.1 Runway-In-Use

RWY 03/21 will be used preferentially as “Runway-in-use” irrespective of RWY 17/35; however, if RWY 03/21 is unsuitable for a particular operation, pilots may obtain permission from ATC to use RWY 17/35, incurring in delay, since RWY 17/35 may be used for expediting taxiing operations.

Due to the proximity of Restricted Areas LP-R26A, LP-R42A and LP-R42B, the use of RWY 17/35 for departure and/or arrival requires coordination and depends on Military conditions.

RWY 35 should only be used when required for safety reasons (i.e. crosswind or windshear on RWY 03) and not for convenience, time or fuel saving.

Unless otherwise instructed by ATC, pilots should plan their landing to vacate Runway 03 via RET HN (distance from THR - 1790M) and Runway 21 via RET HS (distance from THR - 1910M).
If unable to comply pilots shall advise ATC.
High speed turn offs have been designated for vacating speeds up to 30KT.

RWY 17 should only be used for departures. When required, can be used for arrivals by aircraft with approach guidance requirements less demanding than turbojet and other aircraft of similar approach guidance requirements.

When RWY 03/21 is closed, RWY 35 will be RWY in use regardless wind and visibility conditions.

If, for any particular reason, pilots wish to vacate Runway 03 / 21 via Taxiway S1 or Runway 17 make the request in first contact with Tower.

In order to avoid jet blast affecting runway safety operation, aircraft vacating or crossing runways shall not stop until the RWY ILS sensitive area is completely free or until reaching parallel alignment with the RWY CL whichever applicable, unless otherwise instructed by the ATC.

Transition surface Runway 35-17 is protruded on EAST side by aircraft tails whenever these are parked on Aprons “10”, “11” and “12” from Stand 104 till Stand 126

Transition surface Runway 17 / 35 is protruded on WEST side Edge, whenever vehicles are passing on AD perimeter roadway area, between intersection with Runway 03 / 21 and threshold Runway 17.

6.2 Periods of Peak Traffic Demand

6.2.1 Departures

During periods of peak traffic demand, the Departure ATIS will broadcast the following message to Pilots:

“High Intensity Runway Operations are in force”

When High Intensity Runway Operations are in force do not request Runway 35 unless Runway 03 is unsuitable for a particular operation.

Commensurate with the aircraft safety and standard operation, pilots are reminded to adopt the following procedures:

1. react promptly to line up and take-off clearances;
2. after take-off contact Lisboa Approach when passing 1000FT QNH unless otherwise instructed by Lisboa Tower;

6.2.2 Arrivals

During periods of peak traffic demand, the Arrival ATIS will broadcast the following message to Pilots:

“High Intensity Runway Operations are in force”

When High Intensity Runway Operations are in force do not request Runway 35 unless Runway 03 is unsuitable for a particular operation.

Commensurate with the aircraft safety and standard operation, pilots are reminded to adopt the following procedures:

1. Comply with published standard arrival procedures altitude;
2. Strictly adhere to published or assigned speeds on descent;
3. Apply accurate speed control on final;
4. Vacate the runway expeditiously at the recommended rapid exit TWY.

6.3 Take-off run

When RWY 03 in use the following criteria will be applied:

1. For departure sequencing purposes ATC will indiscriminately use TWY M5 or N2 for Light and Medium Jets.
2. Whenever feasible ATC will inform about TWY P intersection availability as soon as possible

When Runway 21 is in use, the preferred departure position for all aircraft, except for heavy Jets, should be Position 3 - U5 intersectionU - located at taxiway U5 intersection with runway 21.

Pilots shall advise ATC on Start-up when full length is required.

Runway 35 on pilot request or approval positions (See figure below)

../graphics/eAIP/LP_AD_2_LPPT_tkof_positions_rwy35_en.pdf

Runway 17, should be initiated from the beginning of the Runway

Runway 21 can be initiated from the beginning of the intersection point with TWY S4 in NVO (See figure below)

../graphics/eAIP/LP_AD_2_LPPT_tkof_positions_rwy21_en.pdf

Runway 03, on pilot request or approval, position M, N or P (see figure below)

../graphics/eAIP/LP_AD_2_LPPT_tkof_positions_rwy03_en.pdf

7. Category II/III operations

7.1 Runway 21, subject to serviceability of the required facilities, is suitable for CAT II and III operations by operators whose minima have been accepted by ANAC - AUTORIDADE NACIONAL DA AVIAÇÃO CIVIL.
However, Runway 03 will remain as RWY-IN-USE for ILS CAT I operations if Runway 21 is unsuitable for operation due to wind conditions.

7.2 With the exception described below, under paragraph 8 - ILS CAT I operation - RWY 03, LOW VISIBILITY OPERATIONS PROCEDURES (LVP) will be in course whenever:

1. Runway Visual Range (RVR) - TDZ RWY 21 - is 550 M or below; or,
2. cloud base height (CBH) - RWY 21 - is 200 FT or below; or,
3. visibility conditions decrease rapidly;

irrespective of the serviceability state of theILS, lighting, stand-by power, etc. Pilots will be informed when these procedures are in use by RTF if ATIS is unserviceable through the message “ATC LOW VISIBILITY PROCEDURES IN FORCE”.

7.3 ATC Low Visibility procedures

1. Ground Safeguarding Procedures will ensure that ILS protection areas (Critical and Sensitive) are clear of (KNOWN) traffic before issuing the landing clearance (never after the 2NM final).
2. When the aircraft reaches that point and landing clearance cannot be issued, it will be instructed to carry out a missed approach procedure.
3. Any incident detected that may affect the Low Visibility Procedures or any change of the operational minima will be communicated, immediately, to ATC units involved.
4. Pilots will be informed by ATC of any unserviceabilities in the promulgated facilities so that they can amend their minima, if necessary, according to their operations manual.
5. A change in operation, if caused by a failure expected to last more than one hour, will be promulgated by a NOTAM.
6. Aircraft awaiting weather improvement in the holding area will be stacked from FL 060 upward.
7. ATC may, initially, allocate more favourable (higher) holding levels when the number and types of aircraft involved in pattern allows this procedure.
8. Surface Surveillance System (SMR and Multilateration) is normally available to ATC. If surface Surveillance System is out of service Pilots shall report RWY ILS Localizer Sensitive Area when aircraft passes the last alternate green yellow TWY Centreline lights. If the Surface Surveillance System and/or RWY Stop Bars are out of service restrictions will be applied.

7.4 Runway visual range

Runway Visual Range values will be reported by ATC for TDZ (Touchdown) RWY 21. For any of the two other positions, MID (Midpoint) and END (Stop-end), ATC will only report their RVR values if they are:

1. Less than the value reported for TDZ and less than 550 M;
2. less than 350M; or,
3. requested by the pilot.

7.5 Push-Back and Start/Gate Entry

Push-back and Start/Gate Entry Procedures are assisted by marshaller and/or follow-me.

Departing aircraft shall wait for “RVR“ improvement at the stand.

7.6 Taxi

General

Taxi instructions will be supported by the convenient switched on/off of taxiway centre line lights (green) and STOP BAR LIGHTS (red).

So, pilots shall stop and request further instructions at any STOP BAR lighted, as well as at any segment of taxiway centre line lights, unlighted. Taxiway centre line lights within localizer sensitive area are coded by alternate yellow and green lights.

Departing Traffic

ATC will required departing aircraft to use CAT II/III holding positions.

Arriving traffic

The appropriate runway exits (RET ”HS”,TWY “P”, TWY “N2” and TWY “M5”) will be lighted, and pilots should select the first convenient exit.

If the Surface Surveillance System is out of service, Pilots of arriving aircraft shall report the localizer sensitive area vacated and the taxiway segment through which it vacates, when the aircraft is completely out of yellow and green taxiway centre line lights;

- e.g. “LOCALIZER SENSITIVE AREA VACATED VIA TWY (name)”

Runway crossing

If the Surface Surveillance System is out of service, Pilots of aircraft crossing RWY 21, shall report the Localizer sensitive area vacated, when the aircraft is completely out of yellow and green taxiway centre line lights.

7.7 Practice CAT II/III approaches

Pilots who wish to practice CAT II/III approaches are to request practice CAT II/III approaches, on initial contact with LISBOA TMA (e.g. “REQUEST PRACTICE CAT II/III APPROACH”).

For practice approaches there is no guarantee that the full safeguarding procedures will be applied and pilots should anticipate the possibility of resultant ILS signal disturbance.

8. ILS CAT I operation - RWY 03

Notwithstanding the regulations set forth in paragraph 7.2, RWY 03 remain as runway-in-use for ILS CAT I operation, beyond the serviceability of the other required facilities, since:

1. RCLL are serviceable;
2. the wind is calm or northerly;
3. CBH - RWY 03 - is 200 FT or above;
4. RVR - TDZ RWY 03 - is 800M or above;
5. RVR - MID RWY 03 - is 800M or above; and
6. RVR - END RWY 03 - is 250M or above.

9. Lisboa CTR - VFR flights restrictions

Once Traffic permitting, only two VFR flights will be simultaneously accepted concerning any activity in Lisboa CTR, except for flights from / to Lisboa AD (LPPT).

Low altitude VFR Flights over Lisboa City, within an area bounded by 38 46 43N 009 05 19W along the north border of Tejo River 38 41 37N 009 13 41W - 38 45 48N 009 12 20W - 38 47 43N 009 09 00W - 38 46 43N 009 05 19W can only be approved with previous authorisation for exceptional purposes and subject to permanent two way radio communications with ATC, and minimum altitude of 1500FT.
Pilots should be prepared to exit the area at any time or hold VFR over one of the following designated points:
- Farol do Bugio (38 39 32N 009 17 51W) and  Alges - Doca de Pesca de Pedrouços (38 41 31N 009 13 48W) - at an altitude   of 500FT.
- Mata de Queluz (38 44 33N 009 15 31W) - only to helicopters in stationary flight at an altitude of 1000FT and operating in conditions of visibility equal or greater than 10KM and with de ceiling scattered at or above 3000FT (conditions forecast to the next hour).

10. Visual Approach Runway 03

All aircraft carrying out visual circuit approaches to runway 03 shall not, unless cleared by ATC, descend below 2500ft QNH on the left downwind leg. Aircraft must join the final approach track to runway 03 at 2500ft QNH or above. Pending traffic in LP-R42B/R42A.

See Chart LPPT AD 2.24.13-3 Visual Approach Procedure RWY 03.

Visual Approach Runway 35

All aircraft carrying out visual approaches to runway 35 shall not, unless cleared by ATC, descend below 2500ft QNH on the left and downwind leg. Aircraft must join the final approach track to runway 35 at 2500ft QNH or above.

Pending traffic in LP-R26A and Montijo Tower Approval.

Unless otherwise instructed by ATC, the go-around procedure is the same as the instrument missed approach procedure.

A QNH altimeter setting shall be included in the descend clearance when first cleared to an altitude below the transition level, when cleared to enter in the traffic circuit.
Prior to entering the visual approach procedure or commencing its approach to land, an aircraft shall be provided with the following elements of information, in the order listed, with the exception of such elements which it is known the aircraft has already received:

• The runway to be used;
• The surface wind direction and speed, including significant variations there from;
• The QNH altimeter setting and, either on a regular basis in accordance with local arrangements or, if so requested by aircraft, the QFE altimeter setting.

See Chart LPPT AD 2.24.13-5 Visual Approach Procedure RWY 35.

LPPT AD 2.21  Noise abatement procedures

1. GENERAL

Landing and/or take-off is forbidden by law between 00:00 (23:00) and 06:00 (05:00), except in cases of force majeure. However, according to governmental deliberation, exception regime has been granted for Lisboa Airport in which landing and/or take-off of aircraft engaged in commercial aviation or aerial work are allowed in a limited number

The authorisation for air movements during this period is conditioned to:

1. The number of movements per week, shall not exceed a total limit of 91.
2. In any case the number of air movements per night period (NP) shall not exceed the double of the daily movements in which

   NP=	Limit per week
   	Number of days of the week

3. The authorization for the air movements during the night period is also conditioned to the noise levels of the aircraft concerned, under the provisions of the items below.
4. For the purposes of effective perceived noise levels established by ICAO, aircraft are classified as follows

   Level 0	below 87 EPNdB
   Level 0,5	between 87 and 89.9 EPNdB
   Level 1	between 90 and 92.9 EPNdB
   Level 2	between 93 and 95.9 EPNdB
   Level 4	between 96 and 98.9 EPNdB
   Level 8	between 99 and 101.9 EPNdB
   Level 16	above 101.9 EPNdB

5. The noise level classification of an aircraft either at landing or at take-off is given by the values indicated in the aircraft manufacturer’s noise certificate, taking into account the reference points specified in the technical standards applicable to the approach to landing, overflight for take-off and sideline procedures, at full power.
6. Without prejudice to provisions of article 7 and 8 of Decreto-Lei nrº. 293/2003 of 19 November 2003, on the exemption of aircraft registered in the developing countries and applicability of an exemption to the operation of aircraft under exceptional circumstances, respectively, the aircraft to operate in the night air movements allowed during this period shall comply with the following requirements:The aircraft classified in levels 8 and 16 cannot be scheduled for the night period;The aircraft classified in level 4 cannot be scheduled to take-off during night period on regular air services;The aircraft classified in level 2 can be scheduled to take-off between 00:00 (23:00) and 00:30 (23:30) as well as from 05:00 (04:00) thereon;The aircraft classified in levels 0, 0.5 and 1 are not subject to restrictions.
7. The aircraft falling into the criteria set out in 5- of this number authorized to land during the night period are forbidden to reverse thrust, right after landing.

2. The following approach procedures are established to reduce noise level in the city by over flying aircraft.

Visual Approach Procedures

From NDB CAPARICA “CP“ to:

RWY 03 and 35: The descent to final approach altitude will be done over the river and maintained until the aircraft is aligned with runways (the city will only be over flown on final and when lined up with runway).

RWY 21: The descent to final approach altitude should be made over the river and maintained on the left down wind sea until the aircraft is aligned with runway.

From NDB ARRUDA ‘LAR’ to:

RWY 21 - No restrictions

RWY 35 - Right-hand traffic circuit

RWY 03 - Left-hand traffic circuit

Final approaches for landing shall be carried out at an angle of not less than 3º and the indicated approach slope of the PAPI shall be followed for each runway.

Flat approaches flown with relatively high engine thrust at low altitude and great distance from airport are prohibited.

SID's are also established in accordance with Noise Abatement criteria (see AD 1.1 - 1.1.6).

Local flights

Local flights (test, training, etc.) with successive take-offs and landings are only permitted between 08:00/22:00 LMT and only if the operator has an open bank account with Lisboa Airport.

LPPT AD 2.22  Flight procedures

1. Procedures for Helicopters within Lisboa CTR

1.1 Helicopters using heliports or other places within shall contact Lisboa Tower prior take-off.

1.2 Lisboa Airport Helicopters Entry/Exit Points and crossing operations

In order to facilitate arrivals and departures in Lisboa Airport, two visual Entry/Exit points were defined (see graphic below):

• IGREJA das Galinheiras (Church) - 38 47 00N 009 08 36W (west of the airport)
• RALIS (Military Facility) - 38 46 59N 009 07 13W (East of the airport)

Unless otherwise instructed by ATC, Helicopters arriving to Lisboa Airport shall expect:

• Traffic on the Salemas Route:
  Proceed to Odivelas (Highway Junction) - 38 48 07N 009 10 42W - at 1600 FT AMSL and IGREJA das Galinheiras (church) - mandatory reporting point - and land at LPPT.
• Traffic on Tejo Route:
  Proceed to RALIS (Military Facility) - mandatory reporting point -, RELÓGIO (roundabout) - 38 45 47N 009 07 46W - and land at LPPT.

Helicopters shall use runway directions for landing and take-off, preferably runway 17/35.

1.3 Helicopter Entry/Exit Points and Crossing Operations

../graphics/eAIP/LP_AD_2_LPPT_NIC_2.22.1.3-HEL ENTRY EXIT CROSSING LPPT CTR_en.pdf

1.4 Helicopter Taxi Routes Procedures

../graphics/eAIP/LP_AD_2_LPPT_nic_2.22.1.4 - hel taxi routes lppt ad.pdf

2. EAT Calculation Method

Expected Approach Time (EAT) to Lisboa Aerodrome, is calculated to the Holding Fix associated with the IAF of the procedure to be used, regardless of Holding Pattern used. This means EAT is calculated for RWY 03 at Caparica (CP NDB) and for RWY 21 at Arruda (LAR NDB).

3. STANDARD INSTRUMENT DEPARTURES FROM LISBOA AERODROME

3.1 GENERAL REMARKS:

NON-RNAV equipped aircraft not flying via FTM or ESP shall expect radar vectoring and/or DIRECT To instructions

SPEED ADJUSTMENT

See ENR 1.5.4 paragraph 2b)

3.2 OBSTACLE PROCEDURES:

Traffic departing Runway 35 shall maintain 4.9% minimum climb gradient until leaving 600FT

3.3 RADIO COMMUNICATIONS FAILURE:

In the event of RCF squawk A7600:

1. Fly at/to the last assigned and acknowledged level or to the level of SID if is higher than the last assigned level until passing 30 NM DME LIS DVOR/DME;
2. Thereafter adjust level and speed in accordance with the filed flight plan;
3. If being radar vectored or proceeding offset, when passing 30 NM DME LIS DVOR/DME, rejoin the current flight plan route and proceed in accordance with § 2 above;
4. If cleared DCT to…, fly at/to the assigned and acknowledged level or to FL060, whichever is higher, until passing 30 NM DME LIS DVOR/DME, maintain the current flight plan route and proceed in accordance with § 2 above.

3.4 STANDARD INSTRUMENT DEPARTURE (SID) DESCRIPTION: See back of charts LPPT AD 2.24.08-1 and LPPT AD 2.24.08-03

4. FMS RNAV DEPARTURES ROUTES FROM LISBOA AERODROME

4.1 GENERAL REMARKS:

If unable to comply with these FMS RNAV Departure Routes, advise ATC.

All RNAV procedures are above the Minimum Sector Altitude (MSA)

SPEED ADJUSTMENT

See ENR 1.5.4 paragraph 2b)

4.2 OBSTACLE PROCEDURES:

Traffic departing Runway 35 shall maintain 4.9% minimum climb gradient until leaving 600FT.

4.3 RADIO COMMUNICATIONS FAILURE:

In the event of RCF squawk A7600:

1. Fly at/to the last assigned and acknowledged level or to the level of SID if is higher than the last assigned level until passing 30 NM DME LIS DVOR/DME;
2. Thereafter adjust level and speed in accordance with the filed flight plan;
3. If being radar vectored or proceeding offset, when passing 30 NM DME LIS DVOR/DME, rejoin the current flight plan route and proceed in accordance with § 2 above.
4. If cleared DCT to…, fly at/to the assigned and acknowledged level or to FL060, whichever is higher, until passing 30 NM DME LIS DVOR/DME, maintain the current flight plan route and proceed in accordance with § 2 above.

4.4 FMS RNAV DEPARTURE (SID) DESCRIPTION: See back of charts LPPT AD 2.24.08-05 and LPPT AD 2.24.08-07

5. STANDARD INSTRUMENT ARRIVAL TO LISBOA AERODROME

5.1 RUNWAYS 03 / 35

GENERAL REMARKS:

NIL

SPEED ADJUSTMENT:

See ENR 1.5.4 paragraph 2a)

RADIO COMMUNICATIONS FAILURE:

In the event of RCF squawk A7600, fly at/to the last assigned level to CP holding pattern and at ETA according to CPL or at EAT (when received and acknowledged) start descent to initial approach altitude to carry out a standard IFR approach according to IAC.

In case of RCF the established maximum level for CP holding pattern referred by ENR 3.6 - 3.6.1 does not apply.

STANDARD INSTRUMENT ARRIVAL (STAR) DESCRIPTION: See back of chart LPPT AD 2.24.10-1

5.2 RUNWAY 21

GENERAL REMARKS:

NIL

SPEED ADJUSTMENT:

See ENR 1.5.4 paragraph 2a)

RADIO COMMUNICATIONS FAILURE:

In the event of RCF squawk A7600, fly at/to the last assigned level to LAR holding pattern and at ETA according to CPL or at EAT (when received and acknowledged) start descent to initial approach altitude to carry out a standard IFR approach according to IAC.

In case of RCF the established maximum level for LAR holding pattern referred by ENR 3.6 - 3.6.1 does not apply.

STANDARD INSTRUMENT ARRIVAL (STAR) DESCRIPTION: See back of chart LPPT AD 2.24.10-13

6. FMS RNAV ARRIVAL ROUTES TO LISBOA AERODROME

6.1 RUNWAYS 03 / 35

GENERAL REMARKS:

When planning STARs vertical profile, an explicit ATC descend clearance is always required.

To shorten these FMS RNAV Arrival Procedures, radar vectors or instructions to follow specific waypoints shall be expected.

All RNAV procedures are above the Minimum Sector Altitude (MSA)

SPEED ADJUSTMENT:

See ENR 1.5.4 paragraph 2a)

RADIO COMMUNICATIONS FAILURE:

1. In the event of RCF squawk A7600, fly at/to the last assigned level to CP holding pattern and at ETA according to CPL or at EAT (when received and acknowledged) start descent to initial approach altitude to carry out a standard IFR approach according to IAC
2. In the event of RCF after the clearance for the final approach, proceed for landing.
3. In case of RCF the established maximum level for CP holding pattern referred by ENR 3.6 - 3.6.1 does not apply.

FMS RNAV ARRIVAL DESCRIPTION: See back of charts LPPT AD 2.24.10-5 and LPPT AD 2.24.10-7

6.2 RUNWAY 21

GENERAL REMARKS:

When planning STARs vertical profile, an explicit ATC descend clearance is always required.

To shorten these FMS RNAV Arrival Procedures, radar vectors or instructions to follow specific way points shall be expected.

SPEED ADJUSTMENT:

See ENR 1.5.4 paragraph 2a)

RADIO COMMUNICATIONS FAILURE:

1. In the event of RCF squawk A7600, fly at/to the last assigned level to LAR holding pattern and at ETA according to CPL or at EAT (when received and acknowledged) start descent to initial approach altitude to carry out a standard IFR approach according to IAC.
2. In the event of RCF after the clearance to the final approach, proceed for landing.
3. In case of RCF the established maximum level for LAR holding pattern referred by ENR 3.6 - 3.6.1 does not apply.

FMS RNAV ARRIVAL DESCRIPTION: See back of charts LPPT AD 2.24.10-9, LPPT AD 2.24.10-11 and LPPT AD 2.24.10-13

7. CONTINUOUS DESCENT OPERATIONS (CDO)

7.1 General Procedures

All STARs with designation K (KILO) are associated with CDO. Aircraft inbound RWY 03 at Lisboa Airport via INBOM5K, XAMAX5K and UNPOT3K STARs will carry out a Continuous Descent Operation and will be required to comply with the following procedures

• CDO authorized upon ATC approval;
• CDO are authorized from the point marked in the respective STAR charts as ‘CDO Start’ forward;
• A maximum 3.3º and minimum 2º slope must be respected;
• The 2º slope ends at point 2NM from FAP to allow for deceleration;
• Distance to go (DTG) referred to the THR is provided to pilots in the STAR chart in order to achieve a CDO.
• When planning CDO STAR vertical profile, an explicit ATC descend clearance is always required.

7.2 Phraseology

The appropriate phraseology is as follows:

The crew makes a request for the CDO

Pilot request to ATC
«[Concerned ATC Sector], TAP1245, requesting C-D-O Runway 03»

[Concerned ATC Sector] replies as follows:
a) «TAP 1245, unable to approve CDO (reason), cleared/fly to...(Standard STAR)»
b) «TAP 1245, cleared for =====K (STAR CDO)»

7.3 Radio Communications Failure

In the event of RCF, squawk A 7600, fly at/to last assigned level to CP holding pattern and at ETA according to CPL or EAT (when received and acknowledged), start descend to initial approach altitude to carry out a standard IFR approach according to IAC.

In case of RCF the established maximum level for CP holding referred by AIP Portugal ENR 3.6 - 3.6.1 applies.

Continuous Descent Operations description: See back of charts LPPT AD 2.24.10-15 and LPPT AD 2.24.10-17.

LPPT AD 2.23  Additional information

1. Bird hazard warning

Flocks of birds' significant activity, occur daily at the airport and on the vicinity.

Depending of the specific specimen group and seasons variations, the birds' activity in the aerodrome manoeuvring area is characterized as follow:

• flight high, between 10M (30FT) and a maximum of 70M (230FT)
• main concentration areas nearby threshold's runways 03 and 21.

Some specimen groups, like sea gulls (larus and larus argentus), cross aerodrome field area from EAST to WEST and vice-versa during morning and evening periods.

Daily bird harassment and dispersal techniques implemented (HJ), including the use of birds of prey Accipitriformes and falconiformes.

2. Wind / Turbulence

RWY 03

Pilots are advised that turbulence can be expected on final and touchdown zone of runway 03 when wind direction is between 310 degrees and 360 degrees.

• With wind speeds between 14KT and 20KT, gusting up to 36KT moderate turbulence can be expected.
• With wind speeds above 21KT and gusts above 36KT, severe turbulence can be expected.

LPPT AD 2.24  Charts related to the aerodrome

Name	Page
AERODROME CHART-ICAO
	../graphics/eAIP/LP_AD_2_LPPT_01-1_en.pdf
AERODROME CHART-ICAO MARKING AND LIGHTING
	../graphics/eAIP/LP_AD_2_LPPT_01-3_en.pdf
AIRCRAFT PARKING/DOCKING CHART-ICAO - APRONS 10, 11, 12, 50 AND 60
	../graphics/eAIP/LP_AD_2_LPPT_02-1_en.pdf
AIRCRAFT PARKING/DOCKING CHART-ICAO - APRONS 14, 70, 80 AND MIL
	../graphics/eAIP/LP_AD_2_LPPT_02-3_en.pdf
AIRCRAFT PARKING/DOCKING CHART-ICAO APRONS 20, 22, 30, 40, 41 AND 42
	../graphics/eAIP/LP_AD_2_LPPT_02-5_en.pdf
AERODROME GROUND MOVEMENT CHART ARR/DEP RWY 03
	../graphics/eAIP/LP_AD_2_LPPT_03-1_en.pdf
AERODROME GROUND MOVEMENT CHART ARR/DEP RWY 21
	../graphics/eAIP/LP_AD_2_LPPT_03-3_en.pdf
AERODROME OBSTACLE CHART-ICAO – RWY03
	../graphics/eAIP/LP_AD_2_LPPT_04-1_en.pdf
AERODROME OBSTACLE CHART-ICAO – RWY21
	../graphics/eAIP/LP_AD_2_LPPT_04-3_en.pdf
AERODROME OBSTACLE CHART-ICAO – RWY17/35
	../graphics/eAIP/LP_AD_2_LPPT_04-5_en.pdf
PRECISION APPROACH TERRAIN CHART-ICAO – RWY21
	../graphics/eAIP/LP_AD_2_LPPT_06-1_en.pdf
STANDARD DEPARTURE INSTRUMENT (SID) – RWY03/35
	../graphics/eAIP/LP_AD_2_LPPT_08-1_en.pdf
STANDARD DEPARTURE INSTRUMENT (SID) – RWY21
	../graphics/eAIP/LP_AD_2_LPPT_08-3_en.pdf
STANDARD DEPARTURE INSTRUMENT ROUTES – RNAV RWY03/35
	../graphics/eAIP/LP_AD_2_LPPT_08-5_en.pdf
STANDARD DEPARTURE INSTRUMENT ROUTES – RNAV RWY21
	../graphics/eAIP/LP_AD_2_LPPT_08-7_en.pdf
STANDARD ARRIVAL INSTRUMENT (STAR) – RWY 03/35
	../graphics/eAIP/LP_AD_2_LPPT_10-1_en.pdf
STANDARD ARRIVAL INSTRUMENT (STAR) – RWY 21
	../graphics/eAIP/LP_AD_2_LPPT_10-3_en.pdf
STANDARD ARRIVAL INSTRUMENT (STAR) – RNAV RWY 03/35-BUSEN1P-EXONA5A-GAIOS5A-LIGRA5A-NAKOS5A-TROIA5A-UNPOT5A
	../graphics/eAIP/LP_AD_2_LPPT_10-5_en.pdf
STANDARD ARRIVAL INSTRUMENT (STAR) – RNAV RWY 03/35-INBOM5A-XAMAX6A-XAMAX6C
	../graphics/eAIP/LP_AD_2_LPPT_10-7_en.pdf
STANDARD ARRIVAL INSTRUMENT (STAR) – RNAV RWY 21-BUSEN3B-LIGRA3B-GAIOS5B-TROIA3B-UNPOT3B-NAKOS3B
	../graphics/eAIP/LP_AD_2_LPPT_10-9_en.pdf
STANDARD ARRIVAL INSTRUMENT (STAR) – RNAV RWY 21-EXONA3B-IDBID5B-INBOM3B-XAMAX3B-XAMAX5D
	../graphics/eAIP/LP_AD_2_LPPT_10-11_en.pdf
STANDARD ARRIVAL INSTRUMENT (STAR) – RNAV RWY 21-BUSEN3D-LIGRA3D-GAIOS3D-TROIA3D-UNPOT3D-NAKOS3D
	../graphics/eAIP/LP_AD_2_LPPT_10-13_en.pdf
STANDARD ARRIVAL INSTRUMENT (STAR CDO) RNAV- RWY 03-INBOM5K-XAMAX5K
	../graphics/eAIP/LP_AD_2_LPPT_10-15_en.pdf
STANDARD ARRIVAL INSTRUMENT (STAR CDO) RNAV- RWY 03-UNPOT3K
	../graphics/eAIP/LP_AD_2_LPPT_10-17_en.pdf
INSTRUMENT APPROACH CHART - ICAO (ILS OR LOC RWY03)
	../graphics/eAIP/LP_AD_2_LPPT_12-1_en.pdf
MISSED APPROACH RCF PROCEDURE ILS or LOC RWY 03
	../graphics/eAIP/LP_AD_2_LPPT_12-3_en.pdf
INSTRUMENT APPROACH CHART - ICAO (ILS Z RWY 21 CAT II and III)
	../graphics/eAIP/LP_AD_2_LPPT_12-5_en.pdf
MISSED APPROACH RCF PROCEDURE ILS Z RWY 21 CAT II and III
	../graphics/eAIP/LP_AD_2_LPPT_12-7_en.pdf
INSTRUMENT APPROACH CHART - ICAO (LOC Z RWY 21)
	../graphics/eAIP/LP_AD_2_LPPT_12-9_en.pdf
MISSED APPROACH RCF PROCEDURE LOC Z RWY 21
	../graphics/eAIP/LP_AD_2_LPPT_12-11_en.pdf
INSTRUMENT APPROACH CHART - ICAO (ILS Y RWY 21 CAT II and III)
	../graphics/eAIP/LP_AD_2_LPPT_12-13_en.pdf
MISSED APPROACH RCF PROCEDURE ILS Y RWY 21 CAT II and III
	../graphics/eAIP/LP_AD_2_LPPT_12-15_en.pdf
INSTRUMENT APPROACH CHART - ICAO (LOC Y RWY 21)
	../graphics/eAIP/LP_AD_2_LPPT_12-17_en.pdf
MISSED APPROACH RCF PROCEDURE LOC Y RWY 21
	../graphics/eAIP/LP_AD_2_LPPT_12-19_en.pdf
INSTRUMENT APPROACH CHART - ICAO (DVOR RWY 35))
	../graphics/eAIP/LP_AD_2_LPPT_12-21_en.pdf
MISSED APPROACH RCF PROCEDURE DVOR RWY 35
	../graphics/eAIP/LP_AD_2_LPPT_12-23_en.pdf
INSTRUMENT APPROACH CHART - ICAO (NDB RWY 03)
	../graphics/eAIP/LP_AD_2_LPPT_12-25_en.pdf
MISSED APPROACH RCF PROCEDURE NDB RWY 03
	../graphics/eAIP/LP_AD_2_LPPT_12-27_en.pdf
INSTRUMENT APPROACH CHART-ICAO – L RWY 21
	../graphics/eAIP/LP_AD_2_LPPT_12-29_en.pdf
MISSED APPROACH RCF PROCEDURE L RWY 21
	../graphics/eAIP/LP_AD_2_LPPT_12-31_en.pdf
INSTRUMENT APPROACH CHART-ICAO (RNAV GNSS RWY 03)
	../graphics/eAIP/LP_AD_2_LPPT_12-33_en.pdf
MISSED APPROACH RCF PROCEDURE RNAV GNSS RWY 03
	../graphics/eAIP/LP_AD_2_LPPT_12-35_en.pdf
INSTRUMENT APPROACH CHART-ICAO (RNAV GNSS RWY 21)
	../graphics/eAIP/LP_AD_2_LPPT_12-37_en.pdf
MISSED APPROACH RCF PROCEDURE RNAV GNSS RWY 21
	../graphics/eAIP/LP_AD_2_LPPT_12-39_en.pdf
VISUAL APPROACH CHART-ICAO
	../graphics/eAIP/LP_AD_2_LPPT_13-1_en.pdf
VISUAL APPROACH PROCEDURE - RWY 03
	../graphics/eAIP/LP_AD_2_LPPT_13-3_en.pdf
VISUAL APPROACH PROCEDURE - RWY 35
	../graphics/eAIP/LP_AD_2_LPPT_13-5_en.pdf