AD 1 AERODROMES/ HELIPORTS INTRODUCTION
AD 1.1 AERODROME/HELIPORT AVAILABILITY
1 Introduction
This section contains information on all aerodromes which are available for use in international and domestic aircraft operations. Section AD 1 gives a description relating to the use of aerodromes and the clearances formalities involved. Section AD 2 contains information on the physical characteristics of aerodromes available for international and domestic operations.
2 Aerodrome Administration
The Authority of civil aerodrome of Viet Nam is responsible of Civil Aviation Authority of Viet Nam (CAAV).
3 Condition of Availability
Civil aircraft are not permitted to land at any aerodrome not listed in this AIP except in cases of real emergency or where prior permission has been granted.
4 Regulations on operations at aerodromes
Standard conditions applicable to the landing, parking of aircraft on aerodromes available for use by civil aircraft.
4.1
The conditions under which aircraft may land, be parked at any of the aerodrome available to civil aviation in Viet Nam are as follows:
- The fees and charges for the landing, parking of aircraft shall be those prescribed in section GEN 4;
- The Airport Authority shall have right to delay the aircraft until such fees and charges as aforesaid are paid;
- Neither Airport Authority nor any servant or agent of government shall be liable for loss of or damage to the aircraft, its parts or accessories or any property contained in the aircraft, even when such loss or damage occur while the aircraft is on any of the aerodromes under the control of the Airports Authority or is in the course of landing or taking- off at any such aerodrome.
4.2 Landings made other than at an international airport or a designated airport
If a landing is made other than at an international airport or a designated airport, the pilot-in-command shall report the landing as soon as practicable to the Health, Customs, Immigration and Aquarrantine Authorities at the international airport at which the landing as scheduled to take place. This notification may be made through any available communication link, or by telegram. The pilot-in-command shall be responsible for ensuring that:
- If pratique has not been granted to the aircraft at the previous landing, contact between crew members and between passengers and the crew is avoided;
- That cargo, baggage and mail are not removed from the aircraft unless such action is necessary to avoid loss or destruction;
- Any foodstuff of overseas origin, or any plant material is not removed from the aircraft except where local food is unobtainable. All food refuse including peelings, cores, stones of fruit, etc., must collected and returned to be galley refuse container, the contents of which should not be removed from the aircraft except for hygiene reasons, in which case they must be destroyed by burning or deep burial.
5 Traffic of persons and vehicles on aerodromes
5.1 Demarcation of zones
The grounds of each aerodrome are divided into two zones:
- A public zone comprising the part of the aerodrome open to the public; and,
- A restricted zone comprising the rest of the aerodrome.
5.2 Movement of persons
Access to the restricted zone is authorised only under the conditions prescribed by the special rules governing the aerodrome. The customs, immigration, and heath inspection offices and the premises assigned to transit traffic are normally accessible only to passengers, to staff of the public authorities and airlines and to authorities persons in pursuit of their duty. The movement of persons having access to the restricted zone of the aerodrome is subject to the conditions prescribed by the air traffic regulations and by the special rules laid down by the aerodrome administration.
5.3 Movement of vehicles
The movement of vehicles in the restricted zone is strictly limited to specially approved vehicles driven by authorized persons. Driver of vehicles, of whatever type driving within the confines of the aerodrome must respect the direction of the traffic, the traffic signs and the posted speed limits and generally comply with the provision of the Airport Authority regulation appropriately.
5.4 Policing
Care and protection of aircraft, vehicles, equipment or goods for which the aerodrome facilities are used are not the responsibility of the government of Viet Nam, who can not be responsible for loss or damage which is not incurred through action by them or their agents.
6 Applicable Documents of ICAO
ICAO Standards and recommended practices contained in Annex 14 are applied.
7 Dissemination of information on runways affected by standing water
If a runway is affected by standing water at any time during the approach of an aircraft for landing the depth and location of such standing water is notified by the aerodrome authority direct to the ATS for transmission to the aircaft. If the duration of phenomenon by likely to persited the information requires a wider distribution a NOTAM issued.
8 CAT II operations at aerodromes
8.1
If the published runway of an aerodrome is available for ILS CAT II operation, it indicated that the runway has been suitably equipped, that procedures appropriate to such operations have been established and that it is available for use when required.
8.2
The facilities and services for the aerodromes providing ILS CAT II operation have met the requirements of ICAO Annex 10, Annex 14, and ICAO Doc 9365 – Manual of All Weather Aircraft Operation. The contents promulgated imply that at least the following facilities are available:
- ILS – certificated to relevant performance category;
- Lighting – suitable for the category promulgated;
- RVR System – automatic system for category II with measurement units in meters.
8.3
The take-off minima and landing minima for the runway providing ILS CAT II operations are listed in the relevant Operational Minima, AD 2 – Aerodrome, Part III of the AIP of Viet Nam. Operators shall not carry out minima landing at the runways providing ILS CAT II operations lower than the published DH and RVR for the runway in used.
8.4
For protection of ILS signals during CAT II operations, the take-off holding positions on taxiway of an aircraft requesting take-off is required to keep clear of the runway at a greater distance than usable. To this end, such holding positions will be appropriately marked and lighted conforming to the specifications in Annex 14, Vol I - ICAO, on one or both sides of taxiway; there may also be a stop bar of red lights. When aircraft enters exit taxiways after landing, pilot will find that exit taxiway centerline lights alternate from green to yellow, and as the pilot continues taxiing he will find that the alternating colors will all turn into green, an indication showing that his aircraft is clear of the ILS sensitive area. Pilots shall not hold their aircraft within the ILS sensitive area and shall report “runway vacated” after the aircraft is fully clear of the sensitive area.
8.5
During ILS CAT II operation, pilots will be informed by appropriately ATC of any change in weather conditions and any unserviceability in the promulgated facilities so that they can amend their operations minima, if necessary, according to their operations manual.
8.6
Pilots who wish to carry out a practice of ILS CAT II approach are to request “Practice CAT II Approach” on initial contact with Approach Control (or Tower Control). For practice approach, there is no guarantee that full safeguarding procedures will be applied and pilots should anticipate the possibility of the resultant ILS signal disturbance.
8.7
Approval for ILS CAT II operations:
- Operator, who wish to conduct ILS CAT II operation at the international airports in Viet Nam, shall submit an application to the Civil Aviation Authority of Viet Nam (CAAV) for approval or recognition for ILS CAT II operation before the execution of such operation. The required time to submit an application to CAAV is at least thirty (30) days before the intended date of these operation. CAAV is responsible for consideration, making formality for authorization of application for ILS CAT II operation and informing the departments/units of CAAV concerned to these operation.
- The application to CAAV should include name of operator, aircraft type and registration, a copy of document of aircraft type certificate and pilots’ approval for ILS CAT II operations given by the relevant Authority of the State of Operator.
9 Application of the safedock visual docking guidance system (VDGS)
9.1 Implementation
Visual docking guidance system (VDGS) for pilots are applied at 05 International Airports: Cam Ranh, Da Nang, Noi Bai,Tan Son Nhat and Van Don.
9.2 Description of system
VDGS provides both pilots with guidance for manoeuvring the aircraft into the gate to the correct centerline and stop-position under all operational conditions.
A single cabinet houses a number of units: display (including LEDs), a laser scanner, control and power units and it is installed at the fixed gates in Terminal.
The unit is mounted 4-8 metres above ground and provides multiple functionality, for example clear pilot instructions, accurate aircraft identification and tracking, as well as quick and easy access to this low maintenance unit.
9.3 Safety procedures
The Safedock has built-in error detection program to inform the aircraft pilot of impending dangers during the docking procedure.
WARNING: If the pilot is unsure of the information being shown on the safedock display unit, he must immediately stop the aircraft and obtain further information for clearance.
WARNING: The pilot shall not enter the stand area, unless the docking system first is showing the vertical running arrows. The pilot must not proceed beyond the bridge, unless these arrows have been superseded the closing rate bar.
WARNING: The pilot shall not enter the stand area, unless the aircraft type displayed is equal to the approaching aircraft. The correctness of other information, such as “DOOR 2” shall also be checked.
The message “STOP SBU” means that docking has been interrupted and has to be resumed only by manual guidance.
9.4 Docking procedures
 |
|---|
| 1 | Start of docking | The system is started by pressing one of the aircraft type buttons on the operator panel. When the button has been pressed, “WAIT” will be displayed. |  |
| 2 | Capture | The floating arrows indicate that the system is activated and in capture mode, searching for an approaching aircraft. It shall check that the correct aircraft type is displayed. The lead-in line shall be followed. Note: The Pilot must not proceed beyond the bridge, unless the arrows have been superseded by the closing rate bar. |  |
| 3 | Tracking | When the aircraft has been caught by the laser, the floating arrow is replaced by the yellow center line indicator. A flashing red arrow indicates the direction to turn. The vertical yellow arrow shows position in relation to the centre line. This indicator gives correct position and azimuth guidance. | |
| 4 | Closing rate | When the aircraft is less than 12 meters from the stop position, the closing rate is indicated by turning off one row of the centreline symbol per half a metre of the distance, covered by the aircraft toward the stop position of the stand. The pictures illustrates the aircraft 10 metres from stop position, slightly left of the centre line. The red arrow indicates the direction to steer. |  |
| 5 | Aligned to center | The aircraft is 8 meters from the stop position. The absence off any direction arrow indicates an aircraft on the center line. |  |
| 6 | Slow Down (Decrease speed) | If the aircraft is approaching faster than the accepted speed, the system will show “SLOW DOWN” as a warning to the pilot. |  |
| 7 | Azimuth guidance | The aircraft is 4 meters from the stop-position. The yellow arrow indicates an aircraft to the right of the center lines, and the red flashing arrow indicates the direction to turn. |  |
| 8 | Stop position reached | When the correct stop-position is reached, the display will show “STOP” with red light. |  |
| 9 | Docking complete | When the aircraft has parked, “OK” will be displayed. |  |
| 10 | Overshoot | If the aircraft has overshot the stop-position, “TOO FAR” will be displayed. |  |
| 11 | Stop short | If the aircraft is found standing still but has not reached the intended stop-position, the massage “STOP OK” will be shown after a pre-configured time. |  |
| 12 | Wait | If there is an object blocking the view toward the approaching aircraft or detected aircraft is lost during docking, close to STOP, before 12 meters to STOP, the display will show WAIT. The docking will continue as soon as the blocking object has disappeared or the system detects the aircraft again. Note: Note: The Pilot must not proceed beyond the bridge, unless the arrows have been superseded by the closing rate bar. |  |
| 13 | Bad weather condition | During heavy fog, rain, the visibility for the docking system can be reduced. When the system in the activated and in capture mode, the display will disable the floating arrows and display “SLOW” and the Aircraft Type. As soon as the system detects the approaching aircraft, the vertical closing - rate bar will appear. Note: The Pilot must not proceed beyond the bridge, unless the closing rate bar is shown. |  |
| 14 | Aircraft vertification failure | During entry in to the Stand, the aircraft geometry is being checked. If, for any reason, aircraft verification is not made according to the distance 12 meters before the stop-position, the display will first show WAIT and make a second verification check. If this fails “STOP” and “ID FAIL” will be displayed. The text will be alternating on the upper two rows of the display. Note: The Pilot must not proceed beyond the bridge without manual guidance, unless the "WAIT" message has been superseded by the closing rate bar. |  |
| 15 | Gate blocked | If an object is found blocking the approach to gate/apron view from the Safedock to the planned stop position for the aircraft, the docking procedure will be halted with a “WAIT” and “GATE BLOCK” message. The docking procedure will resume as soon as the blocking object has been removed. Note: The Pilot must not proceed beyond the bridge without manual guidance, unless the "WAIT" message has been superseded by the closing rate bar. |  |
| 16 | View blocked | If the view towards the approaching aircraft is hindered, for instance by dirt on the window, the Safedock will report a View blocked condition. Once the system is able to see the aircraft through the hìnder, the message will be replaced with a closing rate display. Note: The Pilot must not proceed beyond the bridge without manual guidance, unless the "WAIT" message has been superseded by the closing rate bar. |  |
| 17 | SBU- Stop | Any unrecoverable error during the docking procedure will generate an SBU (safety back-up) condition. The display will show the text STOP SBU A manual backup procedure must be used for docking guidance. |  |
| 18 | Too fast | If the aircraft approaches with a speed higher than the docking system can handle, the message “STOP TOO FAST” will be displayed. The docking system must be re-started or the docking procedure completed by manual guidance. |  |
| 19 | Emergency stop | When the emergency Stop button is pressed, “STOP” is displayed. |  |
| 20 | Chocks on | “CHOCKS ON” will be displayed when the ground staff has put the chocks in front of the nose-wheel and pressed the “CHOCKS ON” button on the Operator Panel. |  |
| 21 | Error | If a system error occurs, the message “ERROR” is displayed with an error code. The code is used for maintenance purposes and explained elsewhere. |  |
| 22 | System breakdown | In case of the severe system failure, the display will go black, except from a red stop indicator. A manual backup procedure must be used for docking guidance. |  |
| 23 | Power failure | In case of a power failure, the display will be completed black. A manual backup procedure must be used for docking guidance. |  |
10 Friction coefficient of RWY surfaces at Da Nang, Noi Bai and Tan Son Nhat International Airports.
10.1 RWY surface friction coefficient and RWY with maintenance planning level
Test equipment | Test tire | Test water depth (mm) | Design objective for new or repaired surface | Maintenance planning level | Minimum friction level | ||
|---|---|---|---|---|---|---|---|
Type | Pressure (kPa) | Test Speed (km/h) | |||||
Airport Surface Friction Tester (ASFT) | B | 210 | 65 | 1.0 | 0.82 | 0.60 | 0.50 |
10.2 Object, method and frequency for the measurement of friction coefficient of RWY surface
Object: New or repaired RWYs
Method: Measured by Airport Surface Friction Tester (ASFT) along a line on each side of the centre line approximately 3 - 6 - 9 M. Average speed is 65 KM/h.
Frequency:
- Periodic measuring:
- RWY with cement concrete surface: once a year
- RWY with bituminuos concrete surface: every 3 years
- Measuring in abnormal circumstances.
10.3 Notification
NOTAM shall be promulgated in the following cases:
- Standing water on RWY is at or above 3 mm; or
- RWY is in danger of slip when the friction coefficient falls below 0.5 with speed of ASFT is 65 KM/h.
11 Selection of RWY-in-use depending on tailwind component
11.1 Application rules
- Air traffic controllers are responsible for changing RWY-in-use.
- When ATC change RWY-in-use, they shall ensure that pilot have suitable time for information update and follow the clearance.
11.2 Implementation of tailwind component in selecting RWY-in-use
Note: Vgx stands for velocity of tailwind.
11.2.1
Vgx < 05 KT (2 M/S): RWY-in-use remains unchanged.
11.2.2
05 KT (2 M/S) <= Vgx <= 10 KT (5 M/S)
- Based on current traffic situation, ATC shall take change of RWY-in-use into consideration.
- In case RWY-in-use is changed, information on Vgx and estimated RWY-in-use shall be transmitted to aircraft.
11.2.3
10 KT (5 M/S) < Vgx <= 15 KT (7 M/S)
a. ATC decide to change RWY-in-use and inform the aircraft within responsibility area.
The following ATC phraseology shall be used:
"ATTENTION ALL AIRCRAFT OPERATING IN (position), TAILWIND (number Vgx in KT ), CHANGE RUNWAY IN USE (new runway) FROM (time)" .
b. In case pilot request to maintain the current RWY-in-use:
- ATC confirm tailwind limitation approved by CAAV.
The following ATC phraseology shall be used: "(CALLSIGN), CONFIRM TAILWIND LIMITATION APPROVAL".
- If pilot confirm that tailwind limitation is less than current Vgx, the information about current Vgx shall be transmitted to aircraft and pilot's request shall be disapproved.
- If pilot confirm that tailwind limitation is more than current Vgx, pilot's request shall be approved only when aircraft is number one in sequence for taking-off/landing or when traffic situation is suitable. If the above conditions are not met, aircraft shall hold and expect the approval of ATC.
- Pilot are responsible for the accuracy of information relating to approved tailwind limitation.
11.2.4
Vgx > 15kt
ATC decide to change RWY-in-use and pilot's proposal on RWY-in-use which is different from assigned one shall not be approved.