Introduction 1. Reference AIP Supplement A9/12, effective from Monday, 11 June 2012 0000UTC to 9 August 2012 1000UTC, runway maintenance work would be carried out on Runway 19L/01R at the Suvarnabhumi Airport as depicted in Figure 1 and Figure 2. Construction work at Area 1 starts on 11 June 2012 0000UTC until a tentative completion date to be notified by NOTAM. Afterwards, construction work at Area 2 continues until 9 August 2012 1000UTC. Moreover, reference NOTAM A2251/12 work at Area 2 will start on 18 July 2012 0430UTC. Figure 1: Portions of Runway 19L and Runway 01R under Maintenance, Entrance and Exit: Area 1 1
Figure 2: Portions of Runway 19L and Runway 01R under Maintenance, Entrance and Exit: Area 2 2. Figure 2 summarizes Runway Utilization Plan during the maintenance period: Runway 19 Runway 01 Runway 19R: Normal Operations Runway 01L: Normal Operations Runway 19L: Runway 01R: Area 1: Departures only Area 1: Landing only TORA: 2,000 m LDA: 1,775 m TODA: 2,550 m Operations: Sunrise to sunset ASDA: 2,000 m Operation: H24 Area 2: Departures only Area 2: Landing only TORA: 2,750 m LDA: 2,750 m TODA: 3,250 m Operations: Sunrise to sunset ASDA: 2,750 m PAPI: Activated Length of Thrust: 630 m PAPI: Not activated Entry: Taxiway B3 Not usable for landing Not usable for departures Figure 3: Planned Runway Utilization during Maintenance Period 3. During the maintenance in Area 1, it is expected that (a) Code C aircraft departing from Suvarnabhumi Airport in (b) Northbound, Eastbound or Southbound direction (c) within 700NM from Bangkok should be able to take off on Runway 19L, subject to confirmation from aircraft operators. 4. Based on assumption in para 3, simulation has been carried out on remaining flights departing and landing on the remaining full Runway 19R at VMC capacity of 34 movements/hour. 2
5. Results of simulation in para 4 indicates delays in Figure 4. Day of Week Average Delay / Average Delay / Worst-Case Delay Flight Delayed Flight / Flight Mondays ~17 minutes ~18 minutes 41 minutes Tuesdays ~14 minutes ~15 minutes 35 minutes Wednesdays ~28 minutes ~30 minutes 55 minutes Thursdays ~35 minutes ~38 minutes 67 minutes Fridays ~31 minutes ~33 minutes 67 minutes Saturdays ~47 minutes ~50 minutes 95 minutes Sundays ~40 minutes ~41 minutes 82 minutes Figure 4: Delay Statistics from Simulation using Flight Schedule on 11 17 June 2012 Schedule Management Initiative 6. Based on result in Figure 4, it is expected that if flight schedule remains unchanged, delays on many days of the week could pose safety, efficiency and cost-effectiveness issues to flight operations. 7. As schedule adjustment in the order prescribed in Figure 4 could potentially cause network effect to airline operations, potentially requiring advance coordination, the schedule management initiative would begin at least 7 days before day of operation. Strategic Schedule Adjustment 8. Starting from 7 days prior to operation, latest flight schedule would be obtained from Airport Slot Coordinator. Simulation would be conducted based on the following parameters: 8.1. Segregate departures on Runway 19L based on the following assumptions: 8.1.1. Code C Aircraft Departures i.e. Boeing 737, Airbus 320, ATR 72 8.1.2. Departure direction: Northbound, Eastbound and Southbound 8.1.3. Distance to destination: Great Circle Distance < 700NM (~ 2 hours of flight time) 8.2. Remaining flights assumed to use Runway 19R ( Managed flights ) applied Demand- Capacity Balancing technique at flow rate of 34 movements/hour. 8.3. Schedule simulation process would result in each aircraft being provided a 30-minute window for departure/arrival at Suvarnabhumi Airport. 8.3.1. Calculated Landing Time (CLDT) takes into account typical 10-minute taxi-in time. 8.3.2. Calculated In-Block Time (CIBT) Window at aircraft stand is calculated from CLDT taking into account typical 10-minute taxi-in time. 8.3.3. Calculated Take-Off Time (CTOT) takes into account typical 20-minute taxi-out time. 8.3.4. Calculated Off-Block Time (COBT) Window at aircraft stand is calculated from CTOT taking into account typical 20-minute taxi-out time. 8.3.5. Aircraft may be asked to operate in or out of Suvarnabhumi Airport up to 30 minutes early to reduce overall system delay. 9. Proposed Calculated Departure/Arrival Time Window (COBT/CIBT window) calculated 7 days in advance would be transmitted to airlines through Airport Slot Coordinator for consideration. 3
Airline Adjustments 10. The airlines have the option to adjust flight operations in accordance to the proposed windows through communications with Airport Slot Coordinator and Bangkok ATFMU. 11. On day 1 (7 days prior to operation), in the case where it is certain that a specific non-westbound flight can take off using Runway 19L s reduced TORA, the airlines should communicate with Airport Slot Coordinator <coordination@slotthai.com>, AOC and Bangkok ATFMU <atfmu@bobcat.aero> to ensure their preferences are mentioned so that the flight s departures would no longer be qualified as managed flight in the next day s simulation. 12. Likewise, specific Code C flights under conditions specified in para 8.1 unable to accept Runway 19L s reduced TORA should inform Airport Slot Coordinator <coordination@slotthai.com>, AOC and Bangkok ATFMU <atfmu@bobcat.aero> to ensure the next day s updated simulation includes them in managed flights. 13. On the following days (2-6 days prior to operation), schedule simulation is adjusted based on input from the Airlines through Airport Slot Coordinator. Results would be distributed to Airport Slot Coordinator. 14. Preliminary Calculated Departure/Arrival Time Window (COBT/CIBT window at aircraft stand along with CTOT/CLDT) would also be forwarded to key affected ANSPs to facilitate handling and minimize tactical operational impact on operations. Pre-Tactical Schedule Adjustment 15. On the day prior to operation, schedule simulation output in the form of Calculated Departure/Arrival Time Window (COBT/CIBT window at aircraft stand) would be published at <https://www.bobcat.aero/vtbsrwymaintenance>. 16. Calculated Departure/Arrival Time Window (COBT/CIBT window at aircraft stand along with CTOT/CLDT) would also be forwarded to key affected ANSPs to facilitate handling and minimize tactical operational impact on operations. Tactical Operations 17. On the day of operations, airlines are expected to declare Runway 19L departure capability on item 18 of their flight plans to expedite handling. Pilot in Command should also state ability to take-off on reduced-length Runway 19L when requesting en route clearance on departure from Clearance Delivery and inform Ground Control on initial contact. 18. Airlines shall plan operations in accordance to published Departure / Arrival Time Window. EOBT in FPL or RPL for departures from Suvarnabhumi Airport shall be adjusted in accordance to published Departure Time Window either by Aircraft Operator or AIS Officer as appropriate. 19. Daily Operational Review and Preparation Teleconference will be conducted among all concerned (DCA Thailand, AEROTHAI, AOT, Airport Slot Coordinator, AOC and IATA) to ensure smooth operations. 20. Tactical ATC operations will facilitate those in compliance with the Calculated Departure/Arrival Time Window (COBT/CIBT window at aircraft stand). Flights complying to Departure/Arrival Time Window would receive priority handling to minimize operational impact of the runway maintenance procedure on the overall system. 21. In the case of unavoidable flight diversion to alternative aerodromes, flights will be tactically managed. 4
Contact Information Bangkok Air Traffic Flow Management Unit (Bangkok ATFMU) Tel: +66 2 287 8024 / +66 2 287 8025 Fax: +66 2 287 8026 / +66 2 287 8027 Mobile: +66 8 1829 5256 E-Mail: atfmu@bobcat.aero AFTN: VTBBZDZX Slot Coordinator, Schedule Coordination Department Tel: +66 2 545 2916 Fax: +66 2 545 3896 E-Mail: coordination@slotthai.com SITA: HDQTTYG / HDQYOTG 5