VTPP  —  Phitsanulok

VTPP  AD 2.1  AERODROME LOCATION INDICATOR AND NAME

VTPP  —  Phitsanulok

VTPP  AD 2.2  AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1

ARP coordinates and site at AD
164658.56N 1001644.85E
2

Direction and distance from (city)

8 KM SE, from city

3

Elevation/Reference temperature

145 FT/40°C

4Geoid Undulation at AD ELEV PSN

NIL

5

MAG VAR/Annual change

0.74°W (2016)/0.00°E

6

AD Administration, address, telephone,
telefax, telex, AFS

Director of Phitsanulok Airport
Phitsanulok Airport
Phitsanulok Province
Thailand

Tel:  +665 530 1010

Fax:  +665 530 1009

AFS:  VTPPYDYX

7

Types of traffic permitted (IFR/VFR)

IFR/VFR

8

Remarks

Operator: Department of Airports

VTPP  AD 2.3  OPERATIONAL HOURS

1

Aerodrome Operator

2300-1500
2

Customs and immigration

On request
3

Health and sanitation

On request

4

AIS Briefing Office

2300-1430
5

ATS Reporting Office (ARO)

NIL

6

MET Briefing Office

NIL

7

ATS

H24
8

Fuelling

0100-1430
9

Handling

NIL

10

Security

NIL

11

De-icing

NIL

12

Remarks

NIL

VTPP  AD 2.4  HANDLING SERVICES AND FACILITIES

1

Cargo-handling facilities

NIL

2

Fuel/oil types

JET A-1, AVGAS

3

Fuelling facilities/capacity

2 JET A-1 Refueller @ 12,000 L

1 AVGAS Refueller @ 3,000 L

4

De-icing facilities

NIL

5

Hangar space for visiting aircraft

NIL

6

Repair facilities for visiting aircraft

NIL

7

Remarks

NIL

VTPP  AD 2.5  PASSENGER FACILITIES

1

Hotels

 In the city
2

Restaurants

In the city

3

Transportation

Limousine and car hire from the airport

4

Medical facilities

NIL

5

Bank and Post Office

Bank: NIL

Post Office: In the city

6

Tourist Office

NIL

7

Remarks

NIL

VTPP  AD 2.6  RESCUE AND FIRE FIGHTING SERVICES

1

AD category for fire fighting

Category 6

2

Rescue equipment

Yes

3

Capability for removal of disabled aircraft

NIL

4

Remarks

NIL

VTPP  AD 2.7  SEASONAL AVAILABILITY - CLEARING

1

Types of clearing equipment

NIL

2

Clearance priorities

NIL

3

Remarks

The aerodrome is available all seasons.

VTPP  AD 2.8  APRONS, TAXIWAYS AND CHECK LOCATIONS/POSITIONS DATA

1Apron surface and strength

Width x Length: 137.5 M

Surface: Concrete

Strength: PCN 57/R/C/X/T

2Taxiway width, surface and strength

TWY A, B, C, D and E

Width: 19 M

Surface: Concrete and asphalt

Strength: PCN 45/F/C/X/T

TWY F and I

Width: 23 M

Surface: Concrete and asphalt

Strength: PCN 61/F/C/X/T

3

Altimeter checkpoint location and elevation

NIL

4

VOR checkpoints

NIL

5

INS checkpoints

NIL

6

Remarks

NIL

VTPP  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 of aircraft stands

Marked

2

RWY and TWY markings and LGT

RWY AND TWY: Marked and lighted.

3

Stop bars

Marked

4

Remarks

NIL

VTPP  AD 2.10  AERODROME OBSTACLES

In approach/TKOF areas

In circling areas and at AD

Remarks

123

RWY/Area affected

Obstacle type

Elevation

Markings/LGT

Coordinates

Obstacle type

Elevation

Markings/LGT

Coordinates

abcab
 

Radio mast

HGT 66 M

painted red/white LGTD on top
164731N 1001658E

NIL

NIL

Microwave mast distance 1200 M from ARP, R-235 from PSL DVOR,

 

Microwave mast

HGT 45 M

painted red/white LGTD on top
164650N 1001615E

NIL

NIL

 
 

TACAN

HGT 15 M

painted red/white LGTD on top
164630.63N 1001712.46E

NIL

NIL

 

VTPP  AD 2.11  METEOROLOGICAL INFORMATION PROVIDED

1

Associated MET Office

Aeronautical Meteorological Station-Phitsanulok,

Northern Meteorological Center,

Thai Meteorological Department (TMD)

2

Hours of service

MET Office outside hours

2300-1300

NIL

3

Office responsible for TAF preparation

Periods of validity

Supply TAF from Northern Meteorological Center

24 HR

4

Type of landing forecast

Interval of issuance

TREND

1 HR

5

Briefing/consultation provided

Personal Consultation

Tel: +665 530 1422 ext. 7078

6

Flight documentation

Language(s) used

NIL

7

Charts and other information available for
briefing or consultation

S, U85, Daily Weather Forecast, satellite and radar images

8

Supplementary equipment available for
providing information

Automated Weather Observation System (AWOS), Weather Radar

9

ATS units provided with information

Phitsanulok TWR

10

Additional information (limitation of service, etc.)

NIL

VTPP  AD 2.12  RUNWAY PHYSICAL CHARACTERISTICS

Designations

RWY NR

TRUE BRG

Dimensions 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
123456
14

143.69°

3000x45

PCN 61/F/C/X/T

Concrete and asphalt

164738.00N 1001614.99E

THR 145 FT

TDZ 145 FT

32

323.69°

3000x45

PCN 61/F/C/X/T

Concrete and asphalt

164619.16N 1001714.69E

THR 145 FT

TDZ 145 FT

Slope of RWY-SWY

SWY dimensions (M)

CWY dimensions (M)Strip dimensions (M)OFZRemarks
789101112
  0% 

NIL

NIL

 3240x300

NIL

NIL

  0%  60x60

NIL

 3240x300

NIL

NIL

VTPP  AD 2.13  DECLARED DISTANCES

RWY Designator

TORA

(M)

TODA

(M)

ASDA

(M)

LDA

(M)

Remarks

123456
14 3000 3000 3000 3000

NIL

32 3000 3000 3060 3000

NIL

VTPP  AD 2.14  APPROACH AND RUNWAY LIGHTING

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

RWY edge LGT

LEN, spacing,

colour

INTST

RWY End LGT

colour

WBAR

SWY LGT

LEN (M)

colour

Remarks

12345678910
14

NIL

 Green

PAPI

Left 3°

NIL

NIL

3000 M

60 M

White, LIM

 Red

NIL

NIL

32

CAT1

900 M

 Green

PAPI

Left 3°

(15.72 M)

NIL

NIL

3000 M

60 M

White, LIM

 Red

NIL

NIL

VTPP  AD 2.15  OTHER LIGHTING, SECONDARY POWER SUPPLY

1

ABN/IBN location, characteristics and hours of operation

ABN: At Tower Building, FLG W G EV 6 SEC..

2

LDI location and LGT

Anemometer location and LGT

NIL

3

TWY edge and centre line lighting

EDGE: ALL TWY

4

Secondary power supply/switch-over time

Secondary power supply to all lighting at the airport
Switch-over time: 15 SEC

5

Remarks

Flares 2 HR PN

VTPP  AD 2.16  HELICOPTER LANDING AREA

1

Coordinates TLOF or THR of FATO

Geoid undulation

NIL

2

TLOF and/or FATO elevation M/FT

NIL

3

TLOF and FATO area dimensions, surface, strength, marking

NIL

4

True and MAG BRG of FATO

NIL

5

Declared distance available

NIL

6

APP and FATO lighting

NIL

7

Remarks

NIL

VTPP  AD 2.17  ATS AIRSPACE

1

Designation and lateral limits

A circle of 5 NM radius centred on PSL DVOR/DME

(164613.34N 1001728.70E)

2

Vertical limits

2000 FT/AGL

3

Airspace classification

 C
4

ATS unit call sign

Language(s)

Phitsanulok Tower

English, Thai

5

Transition altitude

 11000 FT
6

Remarks

NIL

VTPP  AD 2.18  ATS COMMUNICATION FACILITIES

Service designation

Call sign

Frequency

Hours of operation

Remarks

12345
APP

Phitsanulok Approach

120.7 MHZ

284.0 MHZ

H24 1)Emergency Frequency
TWR

Phitsanulok Tower

118.9 MHZ

236.6 MHZ

121.5 MHZ1)

243.0 MHZ1)

H24
GND

Phitsanulok Ground

121.9 MHZ

H24
ATIS

Phitsanulok Airport

127.4 MHZ

H24

VTPP  AD 2.19  RADIO NAVIGATION AND LANDING AIDS

Type of aid,

MAG VAR

CAT of ILS/MLS

(For VOR/ILS/MLS, give declination)

ID

Frequency

Hours of operation

Position of transmitting antenna coordinates

Elevation of DME transmitting antenna

Remarks

1234567

NDB

PL

263 KHZ

H24
164745.44N 1001632.62E
 

-Excessive ADF oscillation between 100° to 120° clock wise.

-Airway radial 076 usable to 5 NM only.

Distance 1270 M from South end of RWY 32

DVOR/DME

PSL

114.1 MHZ

CH88X

H24
164613.34N 1001728.70E
 

DVOR/DME restriction, due to mountainous terrain surround DVOR/DME station coverage check does not provide adequate signal to 40 NM at the required altitude in various areas as follows:

-RDL 001°-130° ALT should not below 5,500 FT

-RDL 131°-260° ALT should not below 3,000 FT

-RDL 261°-360° ALT should not below 5,000 FT

ILS CAT I

LOC RWY32

IPSL

110.1 MHZ

H24
164746.19N 1001608.82E
 

Designated operational coverage 18 NM ±10º and 10 NM ±35º of localizer course, no back course and voice feature, the antenna array is located on extended runway centre line at distance 310 M. from THR of runway 14.

GP/DME

 

334.4 MHZ

CH38X

H24
164629.87N 1001711.63E
 

Glide Path 3°

Unusable beyond 7.0º right side of localizer course line.

DME co-located with Glide Slope power output 100 watts Uni-directional

TACAN

 

CH99

1647.6N 10016.7E
 

Military Facility, operation on request 30 MIN PN to ATC.

VTPP  AD 2.20  LOCAL AERODROME REGULATIONS

1.  VFR REPORTING POINTS AND LOCAL PROCEDURES
1.1 Reporting points for VFR flight

In order to expedite and maintain an orderly flow of air traffic into Phitsanulok Airport, the procedures of the inbound traffic of VFR flights, conventional and prop-jet aircraft is set up as follow:

1.1.1 Aircraft entering to land from north of Phitsanulok Airport, shall report over Watt Boot District, designated as WHISKY BRAVO (1659.5N 10019.0E) which is approximately 13.5 NM on R-007 of PSL VOR/DME. When reaching WB the aircraft will be instructed to join aerodrome traffic circuit accordingly.
1.1.2 Aircraft entering to land from east of Phitsanulok Airport, shall report over Wang Thong District, designated as WHISKY TANGO (1649.0N 10026.0E) which is approximately 9 NM on R-069 of PSL VOR/DME. When reaching WT the aircraft will be instructed to join aerodrome traffic circuit accordingly.
1.1.3 Aircraft entering to land from south of Phitsanulok Airport, shall report over Sam Ngam District, designated as SIERRA NOVEMBER (1630.5N 10012.5E) which is approximately 17 NM on R-191 of PSL VOR/DME. When reaching SN the aircraft will be instructed to join aerodrome traffic circuit accordingly.
1.1.4 Aircraft entering to land from west of Phitsanulok Airport, shall report over Bang Rakam District, designated as BRAVO ROMEO (1645.5N 10007.5E) which is approximately 10 NM on R-263 of PSL VOR/DME. When reaching BR the aircraft will be instructed to join aerodrome traffic circuit accordingly.
1.1.5 Aircraft entering from northwest of Phitsanulok Airport, shall report over Kong Krairat District, designated as KILO KILO (1656.0N 9958.0E) which is approximately 21 NM on R-292 of PSL VOR/DME. When reaching KK the aircraft will be instructed to join aerodrome traffic circuit accordingly.
1.2 Aerodrome traffic circuit

Using both sides of traffic circuit.

1.3 Overhead approach pattern.

  1. Using runway 14 by right turn pattern.

  2. Using runway 32 by left turn pattern.

2.  180 DEGREE TURN ON THE RUNWAY

To prevent runway pavement damage, all aircraft Maximum Takeoff Weight (MTOW) more than 5700 KG are not allowed to make 180 degree turn on the runway. The turn shall be made on the runway turn pad at the end of runway 14 and 32 only. Any breach done by the aircraft operator shall be recorded and reported to The Civil Aviation Authority of Thailand / The Headquarter of that operator shall be liable for the compensation caused by such violation.

VTPP  AD 2.21  NOISE ABATEMENT PROCEDURES

NIL

VTPP  AD 2.22  FLIGHT PROCEDURES

1.  PROCEDURES FOR STANDARD ARRIVAL RNAV (VOR/DME) INITIAL APPROACH
1.1 Basic Design for Arrival
1.1.1 The RNAV (DVOR/DME) initial approach procedures provide lateral and vertical profiles, which will allow the aircraft to fly to and intercept the final approach course without receiving radar vectors of altitude assignments.
1.1.2 The RNAV (DVOR/DME) initial approach procedures start as the aircraft enters IAF.
1.1.3 The arrival ends as the aircraft completes the final approach course fix (FAF or FAP).
1.1.4 Lateral and vertical guidance from the final approach course fix inbound will be conventional ground base navigation.
1.1.5 The procedures designed are predicated on DVOR/DME only.
1.1.6 The RNAV (DVOR/DME) initial approach procedures shall not be created by the pilot who entered waypoints. They must be retrieved from the aircraft database and once retrieved, pilots must check and verify the continuity of the waypoints that join the arrival to the final approach course.
1.1.7 Operators intending to use the above mentioned RNAV (DVOR/DME) initial approach procedure need a proper certification and operational approval from their state of registration.
1.1.8 For flight planning, the operator of the aircraft fitted with RNAV having a navigation accuracy meeting RNP5 or better shall insert the designator “R” in item 10 and file flight plan routes via VOR/DME defined ATS routes in item 15 of the flight plan RNAV(DVOR/DME) initial approach procedures shall not be used for flight planning.
1.2 Clearance
1.2.1 All transitions to RNAV (DVOR/DME) initial approach procedures must be instructed by ATC, otherwise proceed to the PSL DVOR/DME.
1.2.2 Upon receiving the RNAV (DVOR/DME) initial approach procedures, no further clearance needed to be issued to fly the lateral portion of the arrival when entering the TMA.
1.2.3 Pilot must receive clearance from ATC to start descent from the enroute cruising level.
1.3 Phraseology and Associated Pilot Action
1.3.1 When descent clearance is obtained follow the lateral and vertical plane route respecting all charted speed and altitude.
1.3.2 No speeds, heading or altitude will be issued by ATC unless a conflict involving the flight path is foreseen.
1.3.3 Pilot who do not intend to fly with RNAV (DVOR/DME) initial approach procedures should advise the controller.
1.3.4 An approach clearance should be issued and acknowledged by the time the base turn is reached. If an approach clearance is not issued prior to turning final, it may be expected to hold for separation.
1.3.5 Do not descend below the minimum holding altitude or as amended by ATC except the aircraft is cleared on profile descent.
1.3.6 As soon as an approach clearance has been received, continue to fly the localizer inbound or descend on final approach gradient and contact tower for further instructions. If a missed approach is required, follow the missed approach procedure.
1.3.7 ATC may assign speeds and altitude without cancelling the RNAV (DVOR/DME) initial approach procedures. Assignment of radar vectors will automatically interrupt the RNAV (DVOR/DME) initial approach procedures and take the aircraft away form the depicted lateral tracks. However, once the traffic situation has been resolved, ATC may give an instruction for the aircraft to precede via the RNAV (DVOR/DME) initial approach procedures.
1.3.8 RNAV (DVOR/DME) initial approach procedures clearance phraseologies
1.3.8.1 “Cleared (STAR designator) arrival “means authorization to fly RNAV (DVOR/DME) initial approach procedures, altitude and speed will be assigned by ATC.

Example 1: ATC- THA142 Cleared via MONAI ONE ALPHA arrival descend to FL 130

Example 2: ATC- TAA142 Cleared direct MONAI then MOMAI ONE ALPHA arrival descend to FL 130 (incase of off route inbound)

1.3.8.2 “Cleared (star designator) arrival and profile” means authorization to fly RNAV (DVOR/DME) initial approach procedures- rout as published, including the vertical constraints depicted on the procedure

Example 1: ATC-TH212 Cleared MONAI ONE ALPHA arrival and profile

1.3.8.3 “Cleared….(type)….Approach” means authorization to execute the instrument approach via the particular RNAM (DVOR/DME) initial approach procedures

Example 1: ATC- tha212 Cleared ILS/DME RWY 32 Approach report established

1.3.8.4 When radiotelephony is used for the name of waypoints, the abbreviation are transmitted using the individual letters in non-phonetic form.

Example 1: ATC- THA406 Cleared to PP101 (PEE..PEE ONE..ZERO..ONE)

1.4 Communication Failure Procedure
1.4.1 In case a tow-way radio communication failure occurs during the transition to the final approach without receiving an approach clearance. Pilots have to squawk A7600 and maintain the last assigned altitude. The aircraft has to proceed in accordance with the latest ATC route clearance acknowledged and make on complete holding at LAKSI OR AORDY as published. The pilot can commence for approach
1.4.2 In case an approach clearance has been received and acknowledged, The pilot shall fly continually by means of an instrument approach procedure. If landing can not be made, follow the appropriate missed approach procedures and hold.
1.4.3 In all cased where the aircraft return to hold fix the procedure to be adopted is the basic Radio Failure Procedure detailed in Part 15 ATM.
1.5 System failures

In case even of an RNAV systems failure or the failure of a sole navigation infrastructure, the pilot should revert to conventional navigation and may be provide with radar vectoring, where this is available.

2.   PROCEDURES FOR STANDARD ARRIVAL RNAV INITIAL APPROACH
2.1 Basic Design for Arrival
2.1.1 The RNAV initial approach procedures provide lateral and vertical profiles, which will allow the aircraft to fly to and intercept the final approach course without receiving radar vectors or altitude assignments.
2.1.2 The RNAVE initial approach procedures start as the aircraft enters IAF.
2.1.3 The arrival ends as the aircraft completes the final approach course fix (FAP or FAP).
2.1.4 Lateral and vertical guidance from the final approach course fix inbound will be conventional ground base navigation.
2.1.5 The RNAV initial approach procedures shall not be created by the pilot who entered waypoints. They must be retrieved from the aircraft database and once retrieved, pilots must check and verify the continuity of the waypoints that join the arrival to the final approach course. It is noted that the conventional aircraft must follow ATC instruction.
2.1.6 Operators intending to use the above mentioned RNAV initial approach procedure need a proper certification and operational approval from their state of registration.
2.1.7 For flight planning, the operator of the aircraft fitted with RNAV having a navigation accuracy meeting RNP5 or better shall insert the designator “R” in item 10 and file flight plan routes via VOR/DEM defined ATS routes in item 15 of the flight plan RNAV initial approach procedures shall not be used for flight planning.
2.2 Clearance
2.2.1 All transitions to RNAV initial approach procedures must be instructed by ATC, otherwise proceed to the PSL DVOR/DME
2.2.2 Upon receiving the ARNAV initial approach procedures, no further clearance needed to be issued to fly the lateral portion of the arrival when entering the TMA.
2.2.3 Pilot must receive from ATC to start descent from the enroute cruising level.
2.3 Phraseology and Associated Pilot Actions
2.3.1 When descent clearance is obtained follow the lateral and vertical plane route respecting all charted speed and altitude.
2.3.2 No speeds, headings or altitude will be issued by ATC unless a conflict involving the flight path is foreseen.
2.3.3 Pilot who do not intend to fly with RNAV initial approach procedures should advise the controller.
2.3.4 An approach clearance should be issued and acknowledged by the time the base turn is reached. If an approach clearance is not issued prior to turning final, it may be expected to hold for separation.
2.3.5 Do not descend below the minimum holding altitude or as amended by ATC except the aircraft is cleared on profile descent
2.3.6 As soon as an approach clearance has been received, continue to fly the localizer inbound or descend on final approach gradient and contact tower for further instructions. If missed approach is required, follow the missed approach procedure.
2.3.7 ATC may assign speeds and altitude without cancelling the RNAV initial approach procedures. Assignment of radar vectors will automatically interrupt the RNAV initial approach procedures and take the aircraft away from the depicted lateral tracks. However, once the traffic situation has been resolved, ATC may give an instruction for the aircraft to proceed via the RNAV initial approach procedures.
2.3.8 RNAV initial approach procedures clearance phraseologies
2.3.8.1 “Cleared (STAR designator) arrival “means authorization to fly RNAV (DVOR/DME) initial approach procedures, altitude and speed will be assigned by ATC.

Example 1: ATC- THA142 Cleared via MONAI ONE ALPHA arrival descend to FL 130

Example 2: ATC- TAA142 Cleared direct MONAI then MOMAI ONE ALPHA arrival descend to FL130 (incase of off route inbound)

2.3.8.2 “Cleared (star designator) arrival and profile” means authorization to fly RNAV (DVOR/DME) initial approach procedures- rout as published, including the vertical constraints depicted on the procedure.

Example 1: ATC- TH212 Cleared MONAI ONE ALPHA arrival and profile

2.3.8.3 “Cleared….(type)….Approach” means authorization to execute the instrument approach via the particular RNAM (DVOR/DME) initial approach procedures

Example 1: ATC- tha212 Cleared ILS/DME RWY 32 Approach report established

2.3.8.4 When radiotelephony is used for the name of waypoints, the abbreviation are transmitted using the individual letters in non-phonetic form.

Example 1: ATC- THA406 Cleared to PP101(PEE..PEE ONE..ZERO..ONE)

2.4 Communication Failure Procedure
2.4.1 In case a two-way radio communication failure occurs during the transition to the final approach without receiving an approach clearance. Pilots have to squawk A7600 and maintain the last assigned altitude. The aircraft has to proceed in accordance with the latest ATC route clearance acknowledged and make on complete holding at LEKSI or AORDY as published. The pilot can commence for approach.
2.4.2 In case an approach clearance has been received and acknowledged, The pilot shall fly continually by means of on instrument approach procedure. If landing can not be made, follow the appropriate missed approach procedures and hold.
2.4.3 In all cased where the aircraft return to holding fix the procedure to be adopted is the basic Radio Failure Procedure detailed in Part 15 ATM.
2.5 System failures

In case even of an RNAV systems failure or the failure of a sole navigation infrastructure, the pilot should revert to conventional navigation and may be provide with radar vectoring. Where this is available.

3.  IMPLEMENTATION OF THE CONTINUOUS DESCENT OPERATIONS (CDO) FOR ARRIVALS INTO PHITSANULOK AIRPORT
3.1 INTRODUCTION
3.1.1 As part of AEROTHAI.s ongoing efforts to improve operational efficiency and air traffic management, Continuous Descent Operations (CDO) will commence from 1700 UTC on 12 October 2017 with trial period from 1700 UTC on 11 September 2017 until 1659 UTC on 12 October 2017. CDO is an operation, enabled by airspace design, procedure design and ATC facilitation, in which an aircraft continuously descends, to the greatest possible extent, by employing minimum engine thrust, ideally in a low drag configuration, prior to Final Approach Fix / Final Approach Point.
3.1.2 Vertical profile of CDO aims to improve flight stability (minimal level-off), increase terrain safety, ensure environmental friendly procedures by reducing aircraft noise, fuel consumption and emissions, enhanced flight punctuality and predictability, as well as other economic benefits for flights into Phitsanulok Airport.
3.2 CONDITION OF USE
3.2.1 Conditions for Conducting a CDO
3.2.1.1 CDO application can be either under surveillance or procedural environment.
3.2.1.2 CDO can be requested by pilot or initiated by ATC. Pilot should request CDO at least 5 minutes prior to reaching Top of Descent (TOD) for any type of approach.

Note: 1: There is limited benefit if CDO clearance is received at altitude lower than 10,000 FT

Note: 2: In case of CDO procedure being impractical due to an emergency, weather condition, traffic situation or any other reasons, an alternate instruction will be issued by ATC, or requested by pilot.

3.2.2  Application of Other ATC Procedures
3.2.2.1 When conducting CDO, standard ATC procedures continue to apply. ATC may issue clearance to an intermediate approach level while facilitating a CDO profile.
3.2.2.2 In doing so, ATC shall endeavour to issue further descent clearance prior to the CDO flight reaching the last assigned altitude so as to prevent aircraft from levelling off.
3.2.3 Change of Runway-In-Use
3.2.3.1 In case of change on Runway-in-Use prior to aircraft reaching Final Approach Fix / Final Approach point, i.e. from RWY 32 to RWY14 CDO procedure shall be cancelled.
3.2.3.2 Pilot should then re-plan arrival route to the revised landing runway and inform ATC if the flight would still be able to meet all required speed/altitude restrictions.
3.2.4 Aircraft Type

CDO procedure is applicable for FMS capable aircraft.

3.2.5 Arrival Routes

CDO procedure is in place for all aircraft on W9 inbound to Phitsanulok Airport.

3.2.6 Operations Time

CDO is available 24 hours.

3.2.7 Available Runway

CDO procedure is available for RWY 32.

3.2.8 Types of Approach
3.2.8.1 ILS OR LOC RWY 32
3.2.8.2 RNAV (GNSS) RWY 32
3.2.9 Speed

When traffic permits, aircraft will operate at an optimum speed calculated by FMS, depending on aircraft type. The following speed guidance should be applicable in case of high traffic volume.

Flight StatusSpeed Range
Above 10 000 FT250 – 320 IAS
Below 10 000 FT220 – 250 IAS
Final Segment (up to 4 NM)160 – 180 IAS
3.2.10 Minimum Flight Altitude
3.2.10.1 Outside Phitsanulok TMA, aircraft shall comply with altitude constraints of the CDO procedure.
3.2.10.2 Inside Phitsanulok TMA, during CDO, minimum safety altitudes are identical to those within Instrument Approach Procedures required or minimum radar vector altitude.
3.3 CDO PROCEDURE
3.3.1 Before aircraft reaching TOD (approximately 150 NM from the airport), either pilot or ATC can initiate CDO using phraseologies described in paragraph 3.4.
3.3.2 When all requirements for CDO are met and situation permits, CDO will commence.
3.3.3 Pilot shall operate aircraft FMS to plan optimal descent profile and report CDO execution commencing descent.
3.3.4 Aircraft should descend continuously on normal arrival route to Phitsanulok TMA.
3.3.5 Longitudinal separation required will be at least 4 minutes or 8 NM on final approach segment between CDO traffic.
3.3.6 Operations without Vectoring
3.3.6.1 ILS OR LOC RWY 32 Procedure

Aircraft Arriving on W9

  1. After passing, 30 NM from PSL DVOR, altitude not lower than 8,000 FT., then proceed to GITAR altitude not lower than 5,000 FT. and follow the ILS or LOC RWY 32 procedure as published in AIP Thailand.

  2. The pilot may request permission to fly directly to Intermediate Fix (IF); however, this would be an ATC’s jurisdiction whether the request can be approved, depending on traffic conditions. In this case, the pilot shall fly directly to (IF), and cross 30 NM from PSL DVOR, altitude not lower than 8,000 FT., following the ILS or LOC RWY 32 procedure as published in AIP Thailand.

3.3.6.2 RNAV (GNSS) RWY 32 Procedure

Aircraft Arriving on W9

  1. After passing, PERIN 30 NM from PSL DVOR, altitude not lower than 8,000 FT., then proceed to KANPU altitude not lower than 3,200 FT. and follow the RNAV (GNSS) RWY 32 procedure as published in AIP Thailand.

  2. The pilot may request permission to fly directly to (IF); however, this would be an ATC’s jurisdiction whether the request can be approved, depending on traffic conditions. In this case, the pilot shall fly directly to (IF) and cross 30 NM from PSL DVOR, altitude not lower than 8,000 FT., following the RNAV (GNSS) procedure as published in AIP Thailand.

3.3.7 Operations under Vectoring
3.3.7.1 Pilot should receive CDO clearance at altitude not lower than 10,000 FT.
3.3.7.2 ATC shall provide vectoring guidance and track mile estimate to pilot.
3.3.8 Radio Communications Failure
3.3.8.1 In the event of radio communication failure, CDO flight will be terminated immediately.
3.3.8.2 Pilot is to apply radio failure procedures stated in AIP Thailand ENR 1.6-6 paragraph 6.
3.4 PHRASEOLOGY
3.4.1 The following phraseology does not phrases and regular radiotelephony procedure words contain in Doc 4444 and Doc 9432, but it enables clear and concise communications between pilot and controller to maintain safety of CDO arrivals.
3.4.2  ATC-initiated CDO

“(aircraft call sign), (ATC unit), CDO AVAILABLE, DO YOU ACCEPT?”

3.4.3 Pilots response to ATC-initiated CDO
3.4.3.1 “(aircraft call sign), ACCEPT CDO”
3.4.3.2 “(aircraft call sign), NEGATIVE CDO”
3.4.4  Pilot-requested CDO

“(ATC Unit), (aircraft call sign), REQUEST CDO (type of approach) APPROACH”

3.4.5 Approval CDO by Bangkok Area Control Centre
3.4.5.1  “(aircraft call sign), CDO (type of approach) APPROVED DESCEND TO (level or altitude), QNH (number)”
3.4.5.2  “(aircraft call sign), CLEARED DIRECT TO (point), CDO DESCEND (level or altitude), QNH (number)”
3.4.6 Denial CDO by Bangkok Area Control Centre
3.4.6.1  “(aircraft call sign), UNABLE TO APPROVED, DUE TO (reason)”
3.4.6.2 “(aircraft call sign), EXPECT CDO FROM PHITSANULOK APPROACH”
3.4.7  CDO Cleared or Approved by Phitsanulok Approach Control Unit
3.4.7.1 “(aircraft call sign), DIRECT TO (point), DESCEND (level or altitude), QNH (number), CLEARED CDO (type of approach) APPROACH RWY 32, REPORT ESTABLISHED”
3.4.7.2  “(aircraft call sign), DESCEND TO (level), QNH (number), CDO (type of approach) APPROVED”
3.4.8 When vectoring for CDO

“(aircraft call sign), FLY HEADING (three digits); TURN LEFT (or RIGHT) HEADING (three digits) VECTORING FOR CDO, POSITION (number) MILES FROM TOUCHDOWN”

3.4.9 CDO Cancellation
3.4.9.1 “(aircraft call sign), CANCEL CDO DUE TO (reason), STOP DESCEND (level or altitude), QNH (number)”
3.4.9.2 “(aircraft call sign), CDO TERMINATED DUE TO (reason)”
3.4.10 Resuming CDO

“(aircraft call sign), RESUME CDO DIRECT (point), DESCEND TO (level or altitude), QNH (number), CLEAR (type of approach) APPROACH RWY 32”

3.4.11 Pilot report leaving assigned level

“(aircraft call sign), CDO LEAVING (level)”

3.4.12 Warning of aircraft below CDO Profile

“(aircraft call sign), BELOW CDO PROFILE, ALTITUDE SHOULD BE (altitude) OR ABOVE”

3.5 INFORMATION/TRAINING
3.5.1 Each airline must ensure that, for each type of aircraft, pilots are aware of CDO performance requirements.
3.5.2 Airlines are expected to define strategy to be adopted to drag-generating parts extension to stabilize aircraft in landing configuration at an altitude in compliance with flight safety, taking into account glide path at 3° in Final Approach.

VTPP  AD 2.23  ADDITIONAL INFORMATION

1.  BIRD CONCENTRATIONS

- Bird concentrations in the vicinity of an aerodrome.

VTPP  AD 2.24  CHARTS RELATED TO AN AERODROME

Chart name

Page

Aerodrome Chart - ICAO

 AD 2-VTPP-2-1

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 14 - PEBLI1A PIBIK1A

 AD 2-VTPP-6-1

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 14 - PEBLI1A PIBIK1A (Tabular description)

 AD 2-VTPP-6-3

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 32 - GOKON1B GOSTA1B NIROP1B PEBLI1B PIBIK1B POLOB1B REMER1B

 AD 2-VTPP-6-5

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 32 - GOKON1B GOSTA1B NIROP1B PEBLI1B PIBIK1B POLOB1B REMER1B (Tabular description)

 AD 2-VTPP-6-6

Standard Departure Chart - Instrument (SID) - ICAO - RNAV RWY 32 - GOKON1B GOSTA1B NIROP1B PEBLI1B PIBIK1B POLOB1B REMER1B (Waypoint list table)

 AD 2-VTPP-6-7

Instrument Approach Chart - ICAO - NDB RWY 14

 AD 2-VTPP-8-1

Instrument Approach Chart - ICAO - NDB RWY 32

 AD 2-VTPP-8-3

Instrument Approach Chart - ICAO - VOR RWY 14

 AD 2-VTPP-8-5

Instrument Approach Chart - ICAO - VOR RWY 14 (Fix and point list table)

 AD 2-VTPP-8-6

Instrument Approach Chart - ICAO - VOR RWY 32

 AD 2-VTPP-8-7

Instrument Approach Chart - ICAO - VOR RWY 32 (Fix and point list table)

 AD 2-VTPP-8-8

Instrument Approach Chart - ICAO - ILS or LOC RWY 32

 AD 2-VTPP-8-9

Instrument Approach Chart - ICAO - ILS or LOC RWY 32 (Fix and point list table)

 AD 2-VTPP-8-10

Instrument Approach Chart - ICAO - RNAV (GNSS) RWY 14

 AD 2-VTPP-8-11

Instrument Approach Chart - ICAO - RNAV (GNSS) RWY 14 (Tabular description)

 AD 2-VTPP-8-12

Instrument Approach Chart - ICAO - RNAV (GNSS) RWY 32

 AD 2-VTPP-8-13

Instrument Approach Chart - ICAO - RNAV (GNSS) RWY 32 (Tabular description)

 AD 2-VTPP-8-14