|
1
|
Cargo-handling facilities
|
No restrictions
|
|
2
|
Fuel / oil types
|
Fuel: JET A1 a) AFQRJOS (current edition) b) FSII/DC14A (F34 JP8)
Oil: NIL |
|
3
|
Fuelling facilities/capacity
|
1 truck x 18.000 liters, 1 truck x 20.000 liters, 1 truck x 40.000 liters
|
|
4
|
De-icing facilities
|
4 de-icing trucks available, capable fluid ISO type II, HGT 16M
|
|
5
|
Hangar space for visiting aircraft
|
NIL
|
|
6
|
Repair facilities for visiting aircraft
|
NIL
|
|
7
|
Remarks
|
(1)
a) Handling services available 24hrs by arrangement with: Limak Kosovo International Airport J.S.C. Tel: +383 38 501 502 2222 Fax: +383 38 501 502 1323 e-mail: [email protected] b) Ground Handling Frequency 134.975 MHZ Call sign: Operations All fuel requests shall be made through 134.975 MHZ. Operation Coordination Center handles services requests and coordinates ground services for all carriers,incl. fuelling and de-icing. (2) a) De-icing fluid used for aircraft de-icing/anti-icing on ground is Type II fluid. Currently Airport uses type II de-icing fluid. Fluid manufacturer may change between de-icing seasons. b)Turn-round Coordinator (TRC) will provide to PiC de-icing request form. This form shall be filled and handed back to TRC who will work on coordinating the de-icing process. If de-icing request form has not been received, PIC are required to contact OCC on 134.975 Mhz. TWR is notified, by PIC, about de-icing request in the first contact, together with the request for start-up and push-back. (3) a) Into-plane refueling of civil and military aircraft provided by EXFIS b) Airlines should contact EXFIS for fueling contract OR present valid fueling cards/ fuel orders by: AEG Fuels,WFS, AVCARD,UVair, US Government Air Card, JetEx, Eurojet OR direct payment by Visa, Master Card, cash c) EXFIS contact details: 24h operation contact Mr.Korab Muharremi +383 44399551 e-mail: [email protected] Commercial contact Mr. Rexhep Rrusta +383 45977222 e-mail [email protected] |
|
1
|
Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands
|
KILO Apron -Aircraft entering Kilo apron are requested to identify their stand no at the entrance of the apron and continue further following taxilane centerline up to stand leadin line to the final stop, aircraft will be guided using VDGS. Marshaller available at each stand in case of VDGS failure.
DELTA, JULIET, LIMA and MIKE Aprons - no VDGS available, all instructions are given using hand signals. Marshallers instructions for parking are mandatory. |
|
2
|
RWY and TWY markings and LGT
|
Runway markings: designators, thresholds, center-line, edges, TDZs.Illuminated RWY hold bars.Illuminated TWY hold bars on TWY’s B1, B2 and B3. TWY markings: edges and centre-lines
|
|
3
|
Stop bars and runway guard lights
|
Located in E, C and F
|
|
4
|
Other runway protection measures
|
NIL
|
|
5
|
Remarks
|
NIL
|
|
In Area 3
|
|||||
|---|---|---|---|---|---|
|
OBST ID / Designation
|
OBST type
|
OBST position
|
ELEV/HGT
|
Markings/
Type, colour |
Remarks
|
|
a
|
b
|
c
|
d
|
e
|
f
|
|
HML6
|
High mast lights on de-icing apron M
|
423435N 0210154E
|
1860 FT / NIL
|
Marked in red & white color
Lighted with red low obstacle type A lights |
NIL
|
|
HML7
|
High mast lights on de-icing apron M
|
423437N 0210153E
|
1861 FT / NIL
|
Marked in red & white color
Lighted with red low obstacle type A lights |
NIL
|
|
1
|
Associated MET Office
|
Pristina International Airport MET Department
|
|
2
|
Hours of service
MET Office outside hours |
H24
|
|
3
|
Office responsible for TAF preparation
Period of validity |
Pristina AD: World Meteorological Organization (WMO) (Class 2) forecasters give meteorological forecast H24
|
|
4
|
Trend forecast
Interval of issuance |
TREND (TR) Long TAF issued at 0400, 1000, 1600 and 2200 UTC
|
|
5
|
Briefing/consultation provided
|
As required
|
|
6
|
Flight documentation
Language(s) used |
English
|
|
7
|
Charts and other information available for briefing or consultation
|
All available
|
|
8
|
Supplementary equipment available for providing information
|
ATIS available on freq. 134.385 MHz, AD HR
|
|
9
|
ATS units provided with information
|
Tower, Radar, Rescue and Firefighting and IMT services
|
|
10
|
Additional information (limitation of service, etc.)
|
MET facilities meet civilian standards and there may be a variance to WMO requirements.
METAR as BKPR 2.3 Item 6. TAFOR H24. VOLMET available frequency 121.185Mhz, AD HR |
|
RWY Designator
|
TRUE BRG
|
Dimension of RWY (M)
|
Strength (PCN) and surface of RWY and SWY
|
THR coordinates
RWY end coordinates THR geoid undulation |
THR elevation and highest elevation of TDZ of precision APP RWY
|
|---|---|---|---|---|---|
|
1
|
2
|
3
|
4
|
5
|
6
|
|
17
|
176.00°
|
3040 x 45
|
PCN 100/F/B/X/T
Asphalt SWY: NIL |
423507.20N
0210204.56E END: NIL GUND: NIL |
THR 1789.0 FT
TDZ: NIL |
|
35
|
356.00°
|
3040 x 45
|
PCN 100/F/B/X/T
Asphalt SWY: NIL |
423328.95N
0210214.57E END: NIL GUND: NIL |
THR 1793.0 FT
TDZ: NIL |
|
RWY Designator
|
APCH LGT type LEN INTST
|
THR LGT colour WBAR
|
VASIS (MEHT) PAPI
|
TDZ, LGT LEN
|
RWY Centre Line LGT Length, spacing, colour, INTST
|
|---|---|---|---|---|---|
|
1
|
2
|
3
|
4
|
5
|
6
|
|
17
|
CALVERT
900 M LIH |
Green
|
PAPI
3° 1000 FT |
900 m
|
15 m White and last 900 m Red White
Yellow |
|
35
|
CALVERT
420 M LIH |
Green
|
PAPI
3.5° 1233.6 FT |
NIL
|
15 m White and last 900 m Red White
|
|
RWY Designator
|
RWY edge LGT LEN, spacing colour INTST
|
RWY End LGT colour WBAR
|
SWY LGT LEN
colour |
Remarks
|
|---|---|---|---|---|
|
1
|
7
|
8
|
9
|
10
|
|
17
|
White White HIL every 60 m Last 600m Yellow White LIL OMNI every 60 m
|
Red
|
NIL
|
APP 17 ASR are 300m. Two Flash Lights for 17 and fully equipped for APP 35
APP 17 supplementary approach lights are installed the last 300 m prior runway threshold. TDZ for CAT IIIB only for RWY 17. RGL/RHP with independent supply and control. RCL lights are installed form 17-35. |
|
35
|
White White HIL every 60 m Last 600m Yellow White LIL OMNI every 60 m
|
Red
|
Red
|
APP 17 ASR are 300m. Two Flash Lights for 17 and fully equipped for APP 35
APP 17 supplementary approach lights are installed the last 300 m prior runway threshold. TDZ for CAT IIIB only for RWY 17. RGL/RHP with independent supply and control. RCL lights are installed form 17-35. |
|
1
|
ABN/IBN location, characteristics and hours of operation
|
ABN: At TWR building FLG W/G., 12 RPM, 24 FLG/MIN
IBN : NIL HN+IMC |
|
2
|
LDI location and LGT Anemometer location and LGT
|
LDI-NIL
WDI available (See AD Chart) Anemometer location: 42 34 53.964N 021 01 59.671E Lighted |
|
3
|
TWY edge and centre line lighting
|
Taxiway edge:
A1 A2 A3 A4 B1 B2 B3 C E F H1 H2 R1 R2 T Taxiway centre line: A1 A2 A3 A4 B1 B2 B3 C F H1 H2 R2 T |
|
4
|
Secondary power supply/switch-over time
|
Secondary/backup power supply available to all lighting at AD. Switch-over time less than 1 sec for all CAT II/III facilities, others within 15 sec.
|
|
5
|
Remarks
|
NIL
|
*Helicopters landing with PPR 24 hours to Base OPS only. Helicopters shall land in accordance with ATC instruction. Presence of Military/UN helicopters on teh taxiways.
|
Designation and lateral limits
|
Vertical limits
|
Airspace classification
|
ATS unit call sign Language(s)
|
Transition altitude
|
Hours of applicability
|
Remarks
|
|---|---|---|---|---|---|---|
|
1
|
2
|
3
|
4
|
5
|
6
|
7
|
|
PRISTINA
Area bounded by lines joining points 424458N 0205416E - 424536N 0210546E - 424115N 0210612E then along the clockwise arc of a circle of 7.5 NM radius centred on 423422N 0210209E to 422801N 0210732E - 422339N 0210759E - 422301N 0205632E - 423024N 0205546E - 423159N 0205819E - 423611N 0205753E - 423723N 0205503E to point of origin. |
D
|
Pristina Tower
English |
13000 FT AMSL
|
H24
|
NIL
|
|
Service
designation |
Callsign
|
Frequency
|
SATVOICE
|
Logon address
|
Hours of operation
|
Remarks
|
|---|---|---|---|---|---|---|
|
1
|
2
|
3
|
4
|
5
|
6
|
7
|
|
APP/RADAR
|
Pristina Approach
|
125.980 MHZ
|
As AD OPR hours
(see BKPR AD 2.3) |
As AD OPR hours
(see BKPR AD 2.3) |
NIL
|
As AD OPR hours (see BKPR AD 2.3)
|
|
135.475 MHZ
|
NIL
|
|||||
|
ATIS
|
Pristina information
|
134.385 MHZ
|
As AD OPR hours
|
As AD OPR hours
|
NIL
|
NIL
|
|
EMERGENCY
|
Pristina Approach/Tower
|
121.500 MHZ
|
As AD OPR hours
|
As AD OPR hours
|
NIL
|
NIL
|
|
243.000 MHZ
|
NIL
|
|||||
|
GROUND
|
Pristina Ground
|
128.830 MHZ
|
As AD OPR hours
|
As AD OPR hours
|
NIL
|
NIL
|
|
GROUND HANDLING SERVICES
|
Pristina Ramp Operators
|
134.975 MHZ
|
As AD OPR hours
|
As AD OPR hours
|
NIL
|
NIL
|
|
TWR
|
Pristina Tower
|
126.550 MHZ
|
As AD OPR hours
(see BKPR AD 2.3) |
As AD OPR hours
(see BKPR AD 2.3) |
NIL
|
NIL
|
|
246.100 MHZ
|
NIL
|
|||||
|
315.075 MHZ
|
NIL
|
| Type of aid | ID | Frequency | Hours of operation | Site of transmitting antenna coordinates | Elevation of DME transmitting antenna | Remarks |
| 1 | 2 | 3 | 4 | 5 | 6 | 7 |
| LLZ 17 | PRS | 110.100 MHZ | 24H | 423319.577N 0210215.529E | CAT III | |
| GP17 | N/A | 334.400 MHZ | 24H | 423457.810N 0210211.023E | CAT III | |
| DME17 | PRS | CH38X | 24H | 423457.810N 0210211.023E | CAT III | |
| LLZ 35 | PRN | 108.500 MHZ | 24H | 423517.543N 0210203514E | CAT I | |
| GP 35 | N/A | 329.900 MHZ | 24H | 423338.130N 0210218.915E | CAT I | |
| DME 35 | PRN | CH22X | 24H | 423338.130N 0210218.915E | CAT I | |
| VOR/DME | PRT |
|
|
423313.889N 0210209.235E |
1.1. Adherence to the rules contained in NATO publication “Regulations for aircraft operating as general air traffic (GAT) in the Balkan Joint Operation Area” is mandatory for operators (civilian and military) before planning any flight direct to Balkan JOA (Joint Operation Area). A particular reference to the aforementioned NATO document is signaled to the sections concerning the “release of liability” and the “flight request and slot allocation procedures”.
The NATO Regulations are available at the following addresses:
- Web: www.caoc5.nato.int
- FAX: 0034 916 48 7432
- Phone: 0034 916 48 7457
- E-mail: [email protected]
The NATO Regulations are available at the following addresses:
- Web: www.caoc5.nato.int
- FAX: 0034 916 48 7432
- Phone: 0034 916 48 7457
- E-mail: [email protected]
2.1. The following flight planning procedures are in force:
a) Aircraft departing Pristina will use BKPR as “DEP AD” and BKPRZAZX as “originator”
b) Pilots are requested to insert the following supplementary information in the field 18: refueling (type of fuel and quantity) - total number of persons on board - VIP on board - special handling services, i.e. ambulance, wheel chairs, etc.;
c) Aircraft arriving early or late may be instructed to hold or may be diverted;
d) Aircraft operating at Prishtina International Airport may select BKPR as alternate aerodrome.
e) Pilots are strongly requested to be familiar with local instrument flight procedures.
a) Aircraft departing Pristina will use BKPR as “DEP AD” and BKPRZAZX as “originator”
b) Pilots are requested to insert the following supplementary information in the field 18: refueling (type of fuel and quantity) - total number of persons on board - VIP on board - special handling services, i.e. ambulance, wheel chairs, etc.;
c) Aircraft arriving early or late may be instructed to hold or may be diverted;
d) Aircraft operating at Prishtina International Airport may select BKPR as alternate aerodrome.
e) Pilots are strongly requested to be familiar with local instrument flight procedures.
a) Apron space and taxiing patterns are standard.
b) The condition of the shoulder area limits the use of taxiways by aircraft with engines overhanging the houlder.
b) The condition of the shoulder area limits the use of taxiways by aircraft with engines overhanging the houlder.
a) Presence of high bird concentration. Bird control available.
Initiation of the Low Visibility Procedures (LVP) preparation phase is determined by reference to height of cloud base and visibility.Visibility criteria may be based on RVR or visibility reported by Meteorological Department,depending on the equipment available at the aerodrome and the type of operations being conducted.
5.2.1. Low Visibility Procedures (LVP) applicable to CAT II/III operations are applied at the following conditions:
a) when the runway visual range (RVR) reported at touch down zone (TDZ) is 550m or below;
b) when cloud base height is below 200ft according to the local meteorological report;
c) when the rapid deterioration of weather conditions recommends so.
a) when the runway visual range (RVR) reported at touch down zone (TDZ) is 550m or below;
b) when cloud base height is below 200ft according to the local meteorological report;
c) when the rapid deterioration of weather conditions recommends so.
5.2.2. Pilots will be informed by ATIS and/or RTF when LVP are in force.
5.2.3. ILS CAT II/III operations are available for RWY 17 by operators for approach,landing and departure operations with RVR less than 550 m.
5.2.4. The runway and critical/sensitive areas are protected against incursions while an aircraft is conducting arrival/departure operation in RVR conditions less than a value of 550m.This will be achieved through the use of suitable CATII/III holding positions(equipped with stop bars).In cases when no stop bar is available,in the most restrictive case,protection will be achieved bu only allowing one aircraft movement at time and no vehicle movements.
5.2.5. Pilots intending to conduct CAT II/III approaches and landing for training purposes shall inform ATC in advance.
5.2.6. In case of low visibility conditions,a reduced airport capacity to be expected due to the required increase in spacing between arriving aircraft,and the restrictions applied to ground movements.
5.3.1. During LVP there should be no more than one aircraft or ground personnel on the same taxiway, at any given time. Same criteria are applicable for Apron movement (i.e. one aircraft can enter /vacate/push-back).
Exceptions may be allowed for a short time only in cases when is necessary for the Follow me car to guide aircraft to/from Aprons.
Exceptions may be allowed for a short time only in cases when is necessary for the Follow me car to guide aircraft to/from Aprons.
5.3.2. A landing aircraft should not stop taxiing until well clear of ILS sensitive area. Runways exit points will be kept clear of any aircraft or vehicles to allow landed aircraft to move out of the ILS sensitive area with no delay. Until landing aircraft has cleared the ILS sensitive area the runway is not usable for CAT II or III operations even through the obstructing aircraft may well be clear of the runway itself.
5.3.3. Arriving traffic should be considered to be clear of the ILS sensitive area only after pilots report when on parallel taxiway (i.e. A3, A4, or A5 respectively).
5.3.4. Landing aircraft are expected to vacate via TWY R2. In cases when this is not practicable, aircraft can vacate via TWY F or G and inform ATC for such action.
5.3.5. Departing aircraft shall enter RWY 17 via TWY C only:
-Taxing from Apron K: B1 or B2, A3,A2,A1, C to holding point CAT II/III;
-Taxing from Apron D: via TWY C to holding point CAT II/ III;
-Taxing from Apron L: via TWY A3,A2,A1 C to holding point CATII/III.
Note 1: Follow me vehicle shall guide Code E aircraft to/from stands.Nevertheless,Follow-me assistance is always available to all aircraft on request.
-Taxing from Apron K: B1 or B2, A3,A2,A1, C to holding point CAT II/III;
-Taxing from Apron D: via TWY C to holding point CAT II/ III;
-Taxing from Apron L: via TWY A3,A2,A1 C to holding point CATII/III.
The following definitions are applicable for ATC (Push-Back) Procedure in Prishtina.
Pushback
: Refers to the movement of an aircraft with mechanical assistance, moving backwards from its parking position.
Ready for Push-Back : All passengers on board, doors closed, pushback tractor is connected with the aircraft, Headset operator is in the ready position and in contact with the captain.
Anti collision light : When anti collision light of the aircraft are on, no movement (vehicle nor person) is permitted behind the aircraft.
Ready for Push-Back : All passengers on board, doors closed, pushback tractor is connected with the aircraft, Headset operator is in the ready position and in contact with the captain.
Anti collision light : When anti collision light of the aircraft are on, no movement (vehicle nor person) is permitted behind the aircraft.
Aircraft parked on Apron “Kilo”, will be parked with nose pointing towards, direction terminal building. Pushback of the aircraft shall be conducted in accordance with the procedures described hereunder, in order to prepare the aircraft
for further taxi maneuvers.
Airport - OCC (Operations Control Centre) assigns aircraft position on the apron. Pilots are informed about the assigned parking position by the station providing Ground Movement Control via radio (Prishtina Ground).
In apron Kilo, aircraft will be parked using VDGS on Stands 201A, 201, 201B, 202A, 202, 202B, 203A 203 and 203B. In stands 101A, 101 and 101B aircraft with be parked using marshaller. In case of VDGS failure, marrshaller is available at each stand.
All instructions and communications which are not understood, not clear, not adhered or are interrupted or delayed for any reason must be relayed to ATC.
No aircraft pushback shall take place onto a stand or taxiway / taxiline without the express permission of ATC.
Pilots are reminded that control of aircraft requiring start-up or push back clearance on the aprons is the responsibility of ATC, and the control of vehicles and personnel is the responsibility of the Airport Operator. Instructions to aircraft
are given on the understanding that separation between aircraft and vehicles / personnel on the apron is not the responsibility of ATC.
Pilots should be cautious whilst maneuvering on aprons and be aware that they are crossing service roads where vehicle and personnel are moving at times which are not under ATC responsibility.
for further taxi maneuvers.
Airport - OCC (Operations Control Centre) assigns aircraft position on the apron. Pilots are informed about the assigned parking position by the station providing Ground Movement Control via radio (Prishtina Ground).
In apron Kilo, aircraft will be parked using VDGS on Stands 201A, 201, 201B, 202A, 202, 202B, 203A 203 and 203B. In stands 101A, 101 and 101B aircraft with be parked using marshaller. In case of VDGS failure, marrshaller is available at each stand.
All instructions and communications which are not understood, not clear, not adhered or are interrupted or delayed for any reason must be relayed to ATC.
No aircraft pushback shall take place onto a stand or taxiway / taxiline without the express permission of ATC.
Pilots are reminded that control of aircraft requiring start-up or push back clearance on the aprons is the responsibility of ATC, and the control of vehicles and personnel is the responsibility of the Airport Operator. Instructions to aircraft
are given on the understanding that separation between aircraft and vehicles / personnel on the apron is not the responsibility of ATC.
Pilots should be cautious whilst maneuvering on aprons and be aware that they are crossing service roads where vehicle and personnel are moving at times which are not under ATC responsibility.
Stands 201B, 201, 201A, 202B, 202, 202A, 203B, 203, 203A, 101B 101,101A
Depending runway in use, ATC will issue instructions for an aircraft to be pushed back, facing south or north only.Nevertheless,for operational purposes,ATC may face the aircraft on the opposite side of the runway in use.
Restrictions
Stand 101A - can be pushed back facing south only.
Stand 201B - can be pushed back facing north only, if thereis aircraft is on apron “M”
For aircraft category E,stands 101,201,202 and 203, no simultaneous push-backs allowed.
Depending runway in use, ATC will issue instructions for an aircraft to be pushed back, facing south or north only.Nevertheless,for operational purposes,ATC may face the aircraft on the opposite side of the runway in use.
Restrictions
Stand 101A - can be pushed back facing south only.
Stand 201B - can be pushed back facing north only, if thereis aircraft is on apron “M”
For aircraft category E,stands 101,201,202 and 203, no simultaneous push-backs allowed.
Whenever possible,it is recommended that aircraft in stands 201B and 201A are pushed back facing south onto M Apron,clear of taxiway B2.
Multiple aircraft may be cleared for simultaneous pushback if they are seperated by at least 2 stands in between them (see Table 1&2).
| Stand | 201B | 201A | 202B | 202A | 203B | 203A | 101B | 101A* |
| 201B | N/A | N | N | Y | Y | Y | Y | N/A |
| 201A | N | N/A | N | N | Y | Y | Y | N/A |
| 202B | N | N | N/A | N | N | Y | Y | N/A |
| 202A | Y | N | N | N/A | N | N | Y | N/A |
| 203B | Y | Y | N | N | N/A | N | N | N/A |
| 203A | Y | Y | Y | N | N | N/A | N | N/A |
| 101B | Y | Y | Y | Y | N | N | N/A | N/A |
| 101A* | N/A | N/A | N/A | N/A | N/A | N/A | N/A | N/A |
Table 1. Simultaneous push back operations in Apron Kilo facing north
| Stand | 201B* | 201A | 202B | 202A | 203B | 203A | 101B | 101A |
| 201B* | N/A | N | N | Y | Y | Y | Y | Y |
| 201A | N | N/A | N | N | Y | Y | Y | Y |
| 202B | N | N | N/A | N | N | Y | Y | Y |
| 202A | Y | N | N | N/A | N | N | Y | Y |
| 203B | Y | Y | N | N | N/A | N | N | Y |
| 203A | Y | Y | Y | N | N | N/A | N | N |
| 101B | Y | Y | Y | Y | N | N | N/A | N |
| 101A | Y | Y | Y | Y | Y | N | N | N/A |
Simultaneous pushback on opposite direction, (tail to tail) may be applied provided that they are separated by at least 3 stands in between them.
Tail to Tail
Table 3. Simultaneous pushback in Apron Kilo (tail to tail)
Simultaneous push backs on opposite directions(head to head),form adjacent stands, should be carried out only if aircraft from northern stands are pushed back onto M Apron and clear of taxiway B2,facing South,while aircraft from
southern stands are pushed back on K Apron,facing North.
Example:”PNA123 start up and pushback approved,facing south,make long pushback onto M Apron,clear of Taxiway B2”
ATC may receive a phone call from OCC,when more than one aircraft will be ready for pushback,to help ATC facilitate more pushbacks at the same time.
Pushback operators will make short pushbacks as standard.When one aircraft is planned to enter the stand that the aircraft on push-back is leaving,pilot should be instructed to perform long pushback.
Example:”PNA123,[..]make long pushback [clear of Stand 202A]or [abeam Stand 201A]
| Stand | 201B | 201A | 202B | 202A | 203B | 203A | 101B | 101A |
| 201B | N/A | N | N | N | N | Y | Y | Y |
| 201A | N | N/A | N | N | N | N | Y | Y |
| 202B | N | N | N/A | N | N | N | N | Y |
| 202A | N | N | N | N/A | N | N | N | N |
| 203B | N | N | N | N | N/A | N | N | N |
| 203A | Y | N | N | N | N | N/A | N | N |
| 101B | Y | Y | N | N | N | N | N/A | N |
| 101A | Y | Y | Y | N | N | N | N | N/A |
southern stands are pushed back on K Apron,facing North.
Example:”PNA123 start up and pushback approved,facing south,make long pushback onto M Apron,clear of Taxiway B2”
ATC may receive a phone call from OCC,when more than one aircraft will be ready for pushback,to help ATC facilitate more pushbacks at the same time.
Pushback operators will make short pushbacks as standard.When one aircraft is planned to enter the stand that the aircraft on push-back is leaving,pilot should be instructed to perform long pushback.
Example:”PNA123,[..]make long pushback [clear of Stand 202A]or [abeam Stand 201A]
PiC (Pilot in Command) will assess the situation when he is ready for push-back.
When the PiC is ready for start up and pushback he shall seek confirmation from the Headset Operator that there is no hazard to his aircraft starting up.
Headset Operator must ensure that the area is clear of any obstruction or FOD risk, including staff, passengers, vehicles, equipment and aircraft, before giving clearance for engine start or pushback.
Pushback clearance must not be requested by PiC until the Headset Operator has confirmed to the PiC that the aircraft and ground crew are ready for Pushback. The Headset Operator will advise the PiC that the ground crew is ready for pushback, so the PiC can request pushback from ATC.
PiC shall then contact Ground Movement Controller (Call-sign: Prishtina Ground) and request Start-up and Pushback, by confirming the call-sign and stand number. PiC may request start up and pushback clearances seperately or together at the same time.
Depending from the air traffic situation, Ground Movement Controller may:
a. Approve start up and pushback clearance at the same time
b. Approve start up clearance only
On being instructed by Prishtina Ground that pushback is approved, PiC shall co-ordinate with the Headset Operator for the start up and pushback of the aircraft.
Note 1: When pilot requests start up, he might turn on, one engine only or all engines at the same time (in case when not all engines are turned on upon start up request, they may be turned on after the aircraft is positioned aligned parallel with the taxiway Alpha in apron Kilo). PiC will use minimal thrust during push back and taxi.
More than one aircraft may be approved for the push back at the same time.
Ground Movement Controller may limit pushback approval to only one aircraft at the time, based on the traffic flow of arriving aircraft, in order to ensure that the entry/exit taxiways (to and from Apron Kilo) are not blocked from the aircraft on pushback.The principle: first to come first to serve, is applicable. The first aircraft that has requested start up or pushback shall have priority.
When applying pushback, Ground Movement Controller together with the pushback clearance shall issue the instruction for the Runway in use, example: “ PNA 123, Start up and Pushback approved, facing south, RWY in use 35 ”.
Ground Movement Controller follows the movement process (turn) in order to monitor that the aircraft is turning in the right direction and in accordance with given instructions.
Note 2: Due to limited visibility from Tower, in cases when safety could be endangered, if any irregularity is observed,OCC will inform ground controller and pushback operator, to stop the operation.However,it is pushback operator responsibility to ensure safe pushback operation.
For an aircraft that has been cleared for pushback (from Ground Movement Controller) the responsibility of Headset Operator ends when:
a. The aircraft has been towed into the right direction for taxiway exit,
b. The pushback tractor has been disconnected and it was confirmed to the pilot,
c. The aircraft is aligned accordingly on the taxi lane and PiC reports ready for taxi (to the Ground Movement Controller).
Only then Ground Movement Controller takes the responsibility for the aircraft by issuing further taxi instructions.
The RTF phraseology to be used in cases of pushback has been adopted from th ATC MANOPS:
* Denotes pilot transmission.
Due to traffic situation or work in progress, near by the aircraft, for operational and safety reasons, Ground Movement Controller may deviate from standard pushback procedure. This deviation will be communicated to the PiC and
PiC must ensure that Headset Operator understands completely the deviation.
In order to avoid possible delay that may occur during Low Visibility Procedures, Ground Movement Controller shall ask permission for start up from Approach Controller.
During Low Visibility Procedures, only one aircraft may be cleared for pushback at the time. Once the aircraft is towed, Headset Operator together with the pushback Operator shall position them at a safe distance (marking) from
the aircraft and confirm to the PiC that the aircraft is “All-Clear” for taxi.
Pushback clearance must not be requested by PiC until the Headset Operator has confirmed to the PiC that the aircraft and ground crew are ready for Pushback. The Headset Operator will advise the PiC that the ground crew is ready for pushback, so the PiC can request pushback from ATC.
PiC shall then contact Ground Movement Controller (Call-sign: Prishtina Ground) and request Start-up and Pushback, by confirming the call-sign and stand number. PiC may request start up and pushback clearances seperately or together at the same time.
When applying pushback, Ground Movement Controller together with the pushback clearance shall issue the instruction for the Runway in use, example: “ PNA 123, Start up and Pushback approved, facing south, RWY in use 35 ”.
Ground Movement Controller follows the movement process (turn) in order to monitor that the aircraft is turning in the right direction and in accordance with given instructions.
a. The aircraft has been towed into the right direction for taxiway exit,
b. The pushback tractor has been disconnected and it was confirmed to the pilot,
c. The aircraft is aligned accordingly on the taxi lane and PiC reports ready for taxi (to the Ground Movement Controller).
Only then Ground Movement Controller takes the responsibility for the aircraft by issuing further taxi instructions.
The RTF phraseology to be used in cases of pushback has been adopted from th ATC MANOPS:
| a) | *[(aircraft location)] REQUEST PUSHBACK; | |
| b) | PUSHBACK APPROVED; | |
| ...aircraft /ATC | c) | STAND BY; |
| d) | PUSHBACK AT OWN DISCRETION | |
| e) | EXPECT (number) MINUTES DELAY DUE (reason). |
PiC must ensure that Headset Operator understands completely the deviation.
In order to avoid possible delay that may occur during Low Visibility Procedures, Ground Movement Controller shall ask permission for start up from Approach Controller.
During Low Visibility Procedures, only one aircraft may be cleared for pushback at the time. Once the aircraft is towed, Headset Operator together with the pushback Operator shall position them at a safe distance (marking) from
the aircraft and confirm to the PiC that the aircraft is “All-Clear” for taxi.
NIL
1.1. Kosovo Air Navigation Services Agency is tasked with providing all Air Traffic Services for aircraft arriving and departing the aerodrome, within the Pristina CTR/CTA, and along SID/STAR (see BKPR AD 2.17, ENR 3.5 and ENR 2.1).
1.2. Air Traffic Services will be provided to general air traffic in accordance with ICAO Annex 2 and 11, with those portion of PANS-ATM, Doc 4444, applicable to aircraft and with Doc 7030, with the exceptions listed in this AIP.
1.3. VFR/IFR aircraft flying outside Pristina CTR/CTA and SID STAR (BKPR AD 2.17, ENR 3.5 and ENR 2.1) are to remain in VMC at all times and pilots have to remember that they are responsible for terrain clearance and avoiding other aircraft.
1.4. The communication failure procedure is in accordance with standard ICAO practice.
2.1. Within Pristina CTR/CTA, Aerodrome and Approach Control Service, are provided according to ICAO Class “D” airspace classification
3.1. All aircraft operating at Pristina Airport are encouraged to make an IFR approach following the published STARs and IAPs. However, visual approaches and VFR are permitted.
3.2. Pilots will normally be transferred to Pristina TWR when they report “Localizer established” or “Final approach fix inbound”.
3.3. Transition altitude is 13 000 ft referred to Pristina QNH.
3.4. The normal landing datum will be Pristina QNH, QFE will not be available.
4.1. In the event of a balked landing, when visual with the aerodrome, aircraft should join the visual circuits, and contact Pristina Tower.
4.2. In the event of a missed approach, pilots shall follow the published MAP and contact Pristina Approach.
5.1. Fixed-wing : 3 000 ft on Pristina QNH, ONLY east of the field.
5.2. Helicopter: 2 300 ft on Pristina QNH west of the field.
Contact details for Slot Coordination Unit:
Tel: + 383 38 501 502 1170
Email: [email protected]
All aircraft must establish positive radio contact with Pristina ATC before entering Kosovo regional airspace.
For further information on this subject see CAOC TJ SPINS at: www.CAOC5.nato.int
Tel: + 383 38 501 502 1170
Email: [email protected]
All aircraft must establish positive radio contact with Pristina ATC before entering Kosovo regional airspace.
For further information on this subject see CAOC TJ SPINS at: www.CAOC5.nato.int
Diesel Generators as backup supported by UPS, providing 0 seconds bypass time when the supply changeover takes place.
Aircraft are distinguished in the following “Approach Categories”, to determine the “Landing Minima”:
a) CATEGORY A: aircraft with speed below 91 kts;
b) CATEGORY B: aircraft with speed of 91 kts or more, but below 121 kts;
c) CATEGORY C: aircraft with speed of 121 kts or more, but below 141 kts;
d) CATEGORY D: aircraft with speed of 141 kts, but below 166 kts;
e) CATEGORY E: aircraft with speed of 166 kts or more.
Note 1. - As “speed” is intended the speed at threshold based on 1.3 tomes stall speed in the landing configuration at maximum certified landing mass.
Note 2. - The displaced minima in the charts show the lowest allowed value that assures the deliverance by significant obstacle in the approach and missed approach areas. (OCA/OCH). However, pilots must conform to any other
applicable instructions introducing higher limitation, coming from aircraft characteristics or pilots qualification (MDA/MDH(DA/DH).
Note 3. - Minima for straight-in approach procedures (shown in the Minima Section as “S” - e.g. S-NDB 14) or circling (shown in the minima section as “CIRCLING”) are specified for each “category”. Those cases where no partition line
is shown between two or more categories mean that same minima are applied to two or more categories.
a) CATEGORY A: aircraft with speed below 91 kts;
b) CATEGORY B: aircraft with speed of 91 kts or more, but below 121 kts;
c) CATEGORY C: aircraft with speed of 121 kts or more, but below 141 kts;
d) CATEGORY D: aircraft with speed of 141 kts, but below 166 kts;
e) CATEGORY E: aircraft with speed of 166 kts or more.
Note 2. - The displaced minima in the charts show the lowest allowed value that assures the deliverance by significant obstacle in the approach and missed approach areas. (OCA/OCH). However, pilots must conform to any other
applicable instructions introducing higher limitation, coming from aircraft characteristics or pilots qualification (MDA/MDH(DA/DH).
Note 3. - Minima for straight-in approach procedures (shown in the Minima Section as “S” - e.g. S-NDB 14) or circling (shown in the minima section as “CIRCLING”) are specified for each “category”. Those cases where no partition line
is shown between two or more categories mean that same minima are applied to two or more categories.
| Aerodrome, Heliport Chart - ICAO | BKPR AD 2.24-17 |
| Aircraft Parking/Docking Chart - ICAO | BKPR AD 2.24-19 |
| Aerodrome Ground Movement Chart-ICAO | BKPR AD 2.24-21 |
| Aerodrome Obstacle Chart - ICAO Type A-RWY17 | BKPR AD 2.24-23 |
| Aerodrome Obstacle Chart - ICAO Type A-RWY35 | BKPR AD 2.24-25 |
| Aerodrome Obstacle Chart - ICAO Type B-RWY17/35 | BKPR AD 2.24-27 |
| Precision Approach Terrain Chart - ICAO-RWY 17 | BKPR AD 2.24-29 |
| Precision Approach Terrain Chart - ICAO-RWY 35 | BKPR AD 2.24-31 |
| Area Chart Kosovo Airspace | BKPR AD 2.24-33 |
| SIDs UDVAR 1B,KUKAD 1B,SARAX 1B (RWY 17) | BKPR AD 2.24-35 |
| SIDs UDVAR 1C,KUKAD 1C,SARAX 1C (RWY 17) | BKPR AD 2.24-37 |
| SIDs UDVAR 1E,KUKAD 1E,SARAX 1E (RWY 35) | BKPR AD 2.24-39 |
| SIDs UDVAR 1F,KUKAD 1F,SARAX 1F (RWY 35) | BKPR AD 2.24-41 |
| ATC Surveillance Minimum Altitude Chart | BKPR AD 2.24-43 |
| STARs REDVA 1B (RWY 17) | BKPR AD 2.24-45 |
| STARs REDVA 1C,ARBER 1C,XAXAN 1C (RWY 17) | BKPR AD 2.24-47 |
| STARs REDVA 1F,ARBER 1F,XAXAN 1F (RWY 35) | BKPR AD 2.24-49 |
| IAC ILS_LOC Z RWY 17 | BKPR AD 2.24-51 |
| IAC VOR-DME RWY 17 | BKPR AD 2.24-53 |
| IAC VOR-DME RWY 35 | BKPR AD 2.24-55 |
| Kosovo Restricted Areas | BKPR AD 2.24-57 |
| RNAV SIDs UDVAR 1A,DOLEV 1A,KUKAD 1A,SARAX 1A (RWY 17) | BKPR AD 2.24-59 |
| RNAV SIDs UDVAR 1D,DOLEV 1D,KUKAD 1D,SARAX 1D (RWY 35) | BKPR AD 2.24-61 |
| RNAV STARs REDVA 1A,MEDUX 1A,ARBER 1A,XAXAN 1A (RWY 17) | BKPR AD 2.24-63 |
| RNAV STARSs REDVA1D,MEDUX 1D,ARBER 1D,XAXAN 1D | BKPR AD 2.24-65 |
| IAC RNP RWY 17 | BKPR AD 2.24-67 |
| IAC RNP RWY 35 | BKPR AD 2.24-69 |
| IAC ILS Y or LOC RWY 17 | BKPR AD 2.24-71 |
| IAC ILS or LOC RWY 35 | BKPR AD 2.24-73 |
| CODES -WAYPOINTS | BKPR AD 2.24-75 |
| CODES -RNP APPROACH | BKPR AD 2.24-77 |
| CODES -SID | BKPR AD 2.24-78 |
| CODES -STAR | BKPR AD 2.24-79 |
| CODES -HOLDING | BKPR AD 2.24-80 |
