SOP

LPPT

Standard Operating Procedures

Lisboa

8 Jan 2023
 0.0

SOP LPPT CONTENTS P2

Contents

1 General 5
1.1 Distribution and Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.2 Airport Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.3 Runways and Declared Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.4 Radio Navigation Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.5 Landing Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.6 Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.6.1 Intrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.6.2 Visual Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.7 Holdings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.8 Preferential Runway Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.8.1 Runway Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.9 Transition Altitude and Transition Level . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.10 Positions and Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.10.1 Lisboa Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.10.2 Adjacent Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.11 Transfers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.12 Separation Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.13 Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.13.1 VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.13.2 IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.14 Low Visibility Procedures (LVP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

2 Delivery (DEL) 22
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.2 Area of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.3 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.3.1 Flight Plan validation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.3.2 A-CDM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.3.3 IFR Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.3.4 VFR Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.3.5 DCL Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.4 Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.4.1 IFR Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.4.2 VFR Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

8 Jan 2023 Rev.12

 0.0

SOP LPPT CONTENTS P3

3 Ground (GND) 29
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.2 Area of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.3 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.3.1 Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.3.1.1 Runway crossing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.4 Arrivals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.5 Stand assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.6 Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.6.1 Taxiways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.6.2 Aprons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.6.2.1 APRON 70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.6.2.2 APRON 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.6.2.3 APRON 60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.6.2.4 APRON 50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.6.2.5 APRON 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.6.3 Engine run-ups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.7 Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.7.1 Startup request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.7.2 Push and start request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.7.3 Taxi out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.7.4 Taxi in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.7.5 Departure handoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4 Tower (TWR) 39
4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.2 Area of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.3 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.3.1 Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.3.2 Arrivals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.3.3 Go arounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.3.4 Reduced Runway Separation Minima . . . . . . . . . . . . . . . . . . . . . . . . 43
4.4 VFR Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
4.4.1 Heliports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4.4.1.1 ALFRAGIDE LPAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4.4.1.2 ALGÉS LPJB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4.4.1.3 ALMADA HOSP LPGO . . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.4.1.4 AMADORA HOSP LPAS . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.4.1.5 CARNAXIDE HOSP LPFX . . . . . . . . . . . . . . . . . . . . . . . . 49
4.4.1.6 SALEMAS LPSA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.4.1.7 LISBOA STA MARIA HOSP LPSM . . . . . . . . . . . . . . . . . . . . 49
4.4.1.8 ACADEMIA MILITAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.4.1.9 HOSPITAL FORÇA AÉREA . . . . . . . . . . . . . . . . . . . . . . . . 50
4.4.2 Low Visibility Procedures (LVP) . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
4.5 Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
4.5.1 Take-off Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
4.5.2 Landing Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
4.5.3 Lineup behind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
4.5.4 RRSM landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

8 Jan 2023 Rev.12

 0.0

SOP LPPT CONTENTS P4

4.5.5 Modification of Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

4.5.6 Helicopter Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
4.5.7 Heliport Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
4.5.8 Heliport Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
4.5.9 Low Visibility Take-off Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
4.5.10 Low Visibility Landing Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . 54

5 Approach 55
5.1 Area of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
5.2 Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
5.3 SID Deviations/Directs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
5.4 Arrivals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
5.4.1 Initial contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
5.4.2 Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
5.4.3 Approach Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
5.4.4 Approach Sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
5.4.5 Arrival Sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
5.4.6 Speed Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
5.5 Cascais Aerodrome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
5.6 Alverca Aerodrome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

A Radar Vectoring Chart 65

8 Jan 2023 Rev.12

 GENERAL 1.0

SOP LPPT P5

Chapter 1

General

8 Jan 2023 Rev.12

 GENERAL 1.1

SOP LPPT DISTRIBUTION AND SCOPE P6

1.1 Distribution and Scope

This manual is for controllers of Portugal vACC and contains procedures to be used on the VATSIM
Network.

The procedures laid here are of mandatory use while controlling on the Network and shall never be
adopted for real world use.

8 Jan 2023 Rev.12

 GENERAL 1.2

SOP LPPT AIRPORT DATA P7

1.2 Airport Data

Name Aeroporto Humberto Delgado

ICAO LPPT

IATA LIS

8 Jan 2023 Rev.12

 GENERAL 1.3

SOP LPPT RUNWAYS AND DECLARED DISTANCES P8

1.3 Runways and Declared Distances

Takeoff Run Available (TORA) [m]

RWY Total M5 N2 P S4 U5

02 3705 3631 3007 N/A N/A

3705x45
20 N/A N/A N/A 3805 2410

Departures from intersections not listed above are not allowed, except for helicopters.

8 Jan 2023 Rev.12

 GENERAL 1.4

SOP LPPT RADIO NAVIGATION AIDS P9

1.4 Radio Navigation Aids

ID Name Type Frequency

LIS Lisboa VOR DME 114.80 MHz

ESP Espichel VOR DME 112.50 MHz

CAS Cascais VOR DME 114.30 MHz

FTM Fátima VOR DME 113.50 MHz

NSA Nisa VOR DME 115.50 MHz

LAR Arruda NDB 382 kHz

8 Jan 2023 Rev.12

 GENERAL 1.5

SOP LPPT LANDING AIDS P10

1.5 Landing Aids

RWY ID Type Frequency Course Glide Path Category

02 ILI LOC 109.10 MHz 025º 3º CAT III

20 ILB LOC 109.50 MHz 205º 3º CAT III

8 Jan 2023 Rev.12

 GENERAL 1.6

SOP LPPT APPROACH PROCEDURES P11

1.6 Approach Procedures

RWY ILS RNP VOR DME LOC

02

20

1.6.1 Intrument Approaches

ILS is the default type of approach at Lisboa.

Should a pilot request another type of instrument approach it should be accommodated, as no significant
impact is expected. In Euroscope, assign the corresponding STAR+APP or only APP in the STAR field of
the Sector List. No further coordination is required.

1.6.2 Visual Approaches

If the pilot requests a visual approach, first assess if traffic conditions allow for it. When traffic conditions
allow, clear the visual approach and restrict descent to 2500’ until on final. This ensures separation from
the VFR tunnels.

[CALLSIGN], CLEARED VISUAL APPROACH RUNWAY 02, DO NOT DESCEND BELOW 2500 FEET
UNTIL ESTABLISHED ON FINAL.

In case of helicopter activity within Lisboa CTR West of the airfield, namely in the Salemas Route, restrict
descent to 3000ft.

Visual approaches should only be approved when the arrival sequence is assured to be maintained,
without negative impact for the aircraft downstream of the visual approach, and provided the traffic
requesting visual has the traffic ahead in sight.

Note Clearing a visual approach in practical terms hands off the control
of when the aircraft turns base to the pilots, thus removing the
controller’s ability to fine tune the arrival sequence by shortening
or lengthening the downwind vector. This is the main reason why
visual approaches are only feasible during periods of lesser traffic.

8 Jan 2023 Rev.12

 GENERAL 1.7

SOP LPPT HOLDINGS P12

1.7 Holdings

FIX Maximum Minimum Inbound Direction Use/Remarks

Altitude Altitude Course of Turns

PESEX FL90 4000ft 025º Right RW02

EKMAR FL140 3000ft 042º Left

ADSAD FL140 4000ft 343º Right RW02

PINIM FL140 FL70 113º Right

UMUPI FL140 FL70 181º Right Pending MIL activity

BADUM FL240 FL100 214º Right Pending MIL activity

UPKAT FL90 4000ft 205º Left RW20

RINOR FL200 FL70 224º Left RW20

AGUVO FL140 FL70 246º Left RW20 Pending MIL activ-

ity

8 Jan 2023 Rev.12

 GENERAL 1.8

SOP LPPT PREFERENTIAL RUNWAY CONFIGURATION P13

1.8 Preferential Runway Configuration

Runway in use at Lisboa will be the runway with a headwind component.

In case of calm or cross winds, refer to the weather forecast to determine which runway to use and avoid
unnecessary runway changes.

If both runways are suitable, prefer the use of RWY02.

In case of Low Visibility operations, refer to Low Visibility Procedures (LVP).

1.8.1 Runway Changes

Runway changes are to be determined by TWR, in coordination with GND and APP.

Try to plan ahead as much as possible to avoid a runway change in a period of high traffic. Weather
forecasts and tools to see VATSIM traffic are a good help.

Together decide who will be the last departure and the last arrival. All subsequent traffic will be
cleared/recleared to the new runway, holding at the stand if necessary.

8 Jan 2023 Rev.12

 GENERAL 1.9

SOP LPPT TRANSITION ALTITUDE AND TRANSITION LEVEL P14

1.9 Transition Altitude and Transition Level

The transition altitude in Lisboa is 4000’. The Transition Level is automatically calculated by the ATIS
using the table below. Issuing altitudes within the transition layer (between TA and TL) shall be avoided.

QNH From 942.2 From 959.5 From 977.2 From 995.1 From From 1031.7
to 959.4 to 977.1 to 995.0 to 1013.2 1013.3 to 1050.3
to 1031.6

TL 70 65 60 55 50 45

8 Jan 2023 Rev.12

 GENERAL 1.10

SOP LPPT POSITIONS AND RESPONSIBILITIES P15

1.10 Positions and Responsibilities

1.10.1 Lisboa Airport

ID Position Callsign Frequency Responsibilities

DELLI LPPT_DEL Lisboa Delivery 118.950 Check Flight Plans; Issue ATC Clear-
ances; Manage Departure Sequence

GNDLI LPPT_GND Lisboa Ground 121.750 Ground Movements; Enforce Departure

Sequence

CTRLI LPPT_TWR Lisboa Tower 118.100 Lisboa CTR; RWY02/20; RWY crossings

APPLI LPPT_APP Lisboa Approach 119.100 Traffic within the TMA

ARRLI LPPT_F_APP1 Lisboa Arrival 125.125 Vector to the final approach

TMALI LPPT_U_APP2 Lisboa Control 123.975 Sequence traffic inbound LPPT/LPCS

1.10.2 Adjacent Positions

ID Position Callsign Frequency Responsibilities

CTRCS LPCS_CTR Cascais Tower 120.300 Cascais CTR

TMT LPMT_TWR Montijo Tower 134.100 Montijo MCTR

STRA LPST_APP Sintra Ap- 118.600 Sintra MCTR

proach

N/A LPAR_TWR Alverca Tower N/A To be implemented

OESL LPPC_W Lisboa Control 131.325 West Sector

CTR

C LPPC_CTR Lisboa Control 125.550 Lisboa FIR

ESTL LPPC_E Lisboa Control 132.850 East Sector

CTR

NORL LPPC_N Lisboa Control 132.300 North Sector

CTR

CENL LPPC_C Lisboa Control 136.025 Centre Sector

CTR

SULL LPPC_S Lisboa Control 132.700 Sul Sector

CTR

1
To be used with prior coordination with LPPT_APP and provided that LPPT_U_APP is online
2
To be used with prior coordination with LPPT_APP

8 Jan 2023 Rev.12

 GENERAL 1.10

SOP LPPT POSITIONS AND RESPONSIBILITIES P16

ZFIS LPAM_CTR Lisboa Informa- 123.750 Flight Informaton; Military airspace

tion

EURO EURW_S EuroControl 135.250 Lisboa FIR Above FL245

FSS West

8 Jan 2023 Rev.12

 GENERAL 1.11

SOP LPPT TRANSFERS P17

1.11 Transfers

From To Conditions/Remarks

DEL GND Pilot reports ready/TSAT window, whichever is later

GND TWR Approaching runway holding point or point to cross the RWY

TWR APP Automatic handoff at 1000’. Give a firm goodbye to increase chances
of pilot switching to APP frequency automatically

APP CTR Reaching FL240/Reaching lateral limits if CRZ FL BLW FL245

CTR APP Reaching FL250/Reaching lateral limits if CRZ FL BLW FL245

APP TWR Instrument Approach: Stabilized on the approach

Visual Approach: In the vicinity and visual with the AD

The table above defines the transfers for config 1 below. For other airspace configurations, refer to the
image below:

8 Jan 2023 Rev.12

 GENERAL 1.12

SOP LPPT SEPARATION MINIMA P18

1.12 Separation Minima

Separation between aircrafts shall always be equal or greater than the separation minima.

In LPPT, separation minima is as follows:

• 5Nm

• 3Nm below FL245 and within 50Nm of LPPT

8 Jan 2023 Rev.12

 GENERAL 1.13

SOP LPPT FLIGHT PLANNING P19

1.13 Flight Planning

When performing flight plan validation verify the filled route complies with the points detailed below.

Additionally, perform a sanity check based on good sense. For example, checking half the route is
missing from the flight, a flight from Europe to North America does not route through the South Atlantic,
etc.

If the filled route is not acceptable, but the controller is able to correct it without undue workload, correct it
and advise the pilot via private message of the new route.

If the filled route is not acceptable to the point the controller does not have the ability to correct it or
provide a valid one, inform the pilot via private message and request the pilot to refile.

Note In some circumstances the pilot may report that a new flight plan
was filled, but it does not show to the controller. This is due to the
flight plan entering a locked state where the pilot can no longer
update it. Either request the new flight plan details via private
message, or request the pilot to reconnect to the network.

1.13.1 VFR
No requirements are in place for VFR fixed wing departures from LPPT.

VFR helicopters entering or leaving Lisboa CTR are to comply with published AIP VFR helicopter routes.

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

Low altitude VFR Flights over Lisboa City, must maintain permanent two way radio communications with
ATC, and minimum altitude of 1500FT.

Pilots should be prepared to exit the area at any time or hold VFR over one of the following designated
points:

• Farol do Bugio and Algés - at an altitude of 500FT

• Mata de Queluz - only for helicopters in stationary flight at an altitude of 1000FT and operating in
conditions of visibility equal or greater than 10KM and with clouds scattered at or above 3000FT
(conditions forecast to the next hour)

1.13.2 IFR
Departures must begin their route at a point associated with an SID.

FTM and ESP are reserved for non-RNAV aircraft.

After the first point aircraft route as follow:

8 Jan 2023 Rev.12

 GENERAL 1.13

SOP LPPT FLIGHT PLANNING P20

Cruise < FL195 FL195 < Cruise < FL245 FL245 < Cruise

Lower airways and DCT (DCT max Higher airways and DCT (DCT DCT (no max distance)
300nm) max 300nm)

Domestic flights’ route must end at a point associated with a STAR or an Instrument Approach IAF (Initial
Approach Fix).

International flights must route through a LPPC FIR boundary fix.

LECM flights must then route via airways, or DCT if leaving northbound via a point West of ADORO.

GMMM flights must then route via airways or DCT (max 75nm).

Ensure routes via unidirectional airways obey their directionality.

8 Jan 2023 Rev.12

 GENERAL 1.14

SOP LPPT LOW VISIBILITY PROCEDURES (LVP) P21

1.14 Low Visibility Procedures (LVP)

Low Visibility Procedures will be in force when:

• RWY 20 in use:

– RVR TDZ RWY 20 is 550m or below

– Cloud ceiling height is 200ft or below

• RWY 02 in use:

– RVR TDZ RWY 02 is 800m or below

– Cloud ceiling height is 200ft or below

LVP in force shall be communicated to the pilot during the clearance or during the initial contact with APP
(ATIS URL should also be changed to inform about LVP - (...)lvp=true).

When implementing LVP, set A-CDM departure rate by typing .cdm lvo on on the EuroScope
command line.
To return to NVP, set A-CDM departure rate by typing .cdm lvo off on the EuroScope command line.
Ground Radar LVP Status shall be toggled to LVP when LVP are implemented, and NORMAL when LVP
are suspended.

Holding position of the runway will be the CAT II/III holding point

Do not issue conditional clearances relying on visual references (when clear of traffic, P/S approved,
behind landing traffic, line up and wait behind, etc.).
Do not issue conflicting taxi clearances. Issue shorter taxi clearances that do not intersect other taxi
clearances. Progressively issue new clearances until reaching the CAT II/III holding point.
Wait until the preceding traffic has vacated the taxi segment before issuing a new clearance using it.
As we are unable to light up stop bars, separate traffic on the ground by issuing holding clearances at
various taxiways (max. 1 traffic per taxiway segment/holding).

Issue landing clearances no later than 2NM final and only if the ILS sensitive area is clear.

Inform about RVR during takeoff, landing and continue approach clearances.

8 Jan 2023 Rev.12

 DELIVERY (DEL) 2.0

SOP LPPT P22

Chapter 2

Delivery (DEL)

8 Jan 2023 Rev.12

 DELIVERY (DEL) 2.1

SOP LPPT GENERAL P23

2.1 General
Lisboa Delivery is responsible for validating new flight plans from LPPT, issuing enroute clearances and
takes part in managing and enforcing the departure sequence.

8 Jan 2023 Rev.12

 DELIVERY (DEL) 2.2

SOP LPPT AREA OF RESPONSIBILITY P24

2.2 Area of Responsibility

Lisboa Delivery does not have an area of responsibility, however it takes part on the departure timeline,
being the first ATC agency to be contacted.

Lisboa Delivery will provide departure information and enroute clearance. Departure information shall
consist of ATIS letter and QNH (when ATIS is inoperative, provide departure runway, wind and QNH, in
this order). Enroute clearance shall consist of the clearance limit, assigned SID and assigned squawk
code. Clearance limit shall always be the destination aerodrome.

Additionally, it will task the administrative roles of validating flight plans, creating the departure sequence
and calculating departure delays when needed.

Lisboa Delivery will keep departures until the aircraft reports ready, or TSAT window, whichever comes
later, at which point it will handoff the aircraft to Lisboa Ground.

Lisboa Delivery, as the lowest position of LPPT, is responsible for hosting DCL, ATIS and CDM Master.

8 Jan 2023 Rev.12

 DELIVERY (DEL) 2.3

SOP LPPT PROCEDURES P25

2.3 Procedures
The below procedures are considered as standard and no coordination is required to employ them,
except where explicitly required.
Should a situation arise that does not match any of the below cases, coordinate an arrangement with the
affected agencies.

2.3.1 Flight Plan validation

Items to check on each Flight Plan:

• Flight rules coherent with rest of the flightplan

• Valid ICAO aircraft code

• Navigation equipment code letter present in accordance with VATSIM internal equipment list. Add
or correct if needed

• Correct departure and destination aerodromes

• Coherent ETD. Add or correct if needed

• Route check. Refer to Flight Planning for details

• Check remarks for important information

2.3.2 A-CDM
TSAT is automatically handled by the CDM plugin.

When connecting to the network, it is required for one, and only one, controller to be the CDM Master,
the one who hosts the CDM. Other positions are Slaved to the Master.
When connecting to the network, to become CDM Master, input .cdm master lppt in the EuroScope
command line.
To disconnect and handoff the master to another controller, the leaving controller inputs .cdm slave
lppt in the EuroScope command line. Then, the new host can input .cdm master lppt on their
command line.

CDM calculations become available 35 minutes before the flight plan EOBT. TOBT is assumed to be
equal to EOBT.
TSAT can be transmitted to the flight after the correct readback of the enroute clearance, or at latest
when the flight reports ready, if there’s any delay.

Start up or pushback clearance can only be issued within the TSAT window, +/- 5 minutes of the TSAT.
Flights before the window should have a Ready Message sent, and only if the subsequent TSAT is
updated to be within the window shall startup or pushback be approved.
Flights that have missed the window shall have their TOBT updated to a new time by the controller.

Workload permitting, the flight can be asked to provide an estimate of when it will be ready, and the TOBT
updated accordingly.

For more information on the CDM Plugin, refer to the TOPLIS Manual.

8 Jan 2023 Rev.12

 DELIVERY (DEL) 2.3

SOP LPPT PROCEDURES P26

2.3.3 IFR Departure

Departures climb to FL60.

Assign an RNAV SID to RNAV capable aircraft. Assign FTM or ESP SID to non-RNAV capable aircraft.

Flights exiting LPPC FIR via TOSDI (RIVRO) assign IXIDA departure.

Flights exiting LPPC FIR via UREDI/OGERO(above FL245) or PORTA/PORLI (below FL245), assign:

• RWY 02 IDBID departure

• RWY20 EXONA departure

Other cases assign SID according to the closest Lisboa TMA exit point.

If the pilot cannot accept any SID, coordinate with Lisboa Approach. Expect to assign runway heading
and FL60.

2.3.4 VFR Departure

There are no pre-arranged procedures for Fixed Wing VFR departures at Lisboa. VFR helicopters shall
file according to VFR Helicopter Routes, except for priority flights (MEDEVAC, SAR, etc.).

At receipt of a VFR departure Flight Plan, or at latest at startup request, coordinate departure instructions
with Lisboa Tower.

Do not issue startup clearance without successfully coordinating with Lisboa Tower.

A normal squawk shall be assigned to VFR traffic, including traffic patterns.

2.3.5 DCL Clearance

If connected as DEL, GND or TWR the logon code will be LPPT.
When connected as a CPDLC capable position, the logon code shall be the CPDLC logon code allocated
to that position.

If the pilot does not reply within 3 minutes, the clearance will timeout automatically and you should revert
to voice procedures

For more information on the DCL functions, refer to the TOPLIS Manual.

8 Jan 2023 Rev.12

 DELIVERY (DEL) 2.4

SOP LPPT PHRASEOLOGY P27

2.4 Phraseology
2.4.1 IFR Departure

ATC Aircraft

[callsign] information [ATIS letter] QNH [QNH]

(low visibility procedures in force), cleared to
[destination], [SID], squawk [transponder code]

Air Portugal 541, information E, QNH 1018, cleared

to Madrid, IXIDA4N departure, squawk 4501

[readback]

[callsign] readback correct, (slot time [CTOT]/TSAT

time [TSAT]), report ready.

Air Portugal 541, readback correct, report ready.

OR

[callsign] confirm [repeat incorrect readback item]?

Air Portugal 541, confirm IXIDA4N?

Note In Lisboa, when issuing a clearance with a SID, the initial climb
clearance is omitted

2.4.2 VFR Departure

ATC Aircraft

[ clearance request]

[callsign] standby for coordination.

OR

[callsign] cleared to [destination], after departure

[departure instructions], squawk [transponder code]

Whitejet 401, cleared to Cascais, after departure

turn left to Cascais 1500 feet, squawk 4751

Note Departure instructions shall include a directional (such as turn

left/right/proceed to/join/etc) and a climb instruction

8 Jan 2023 Rev.12

 DELIVERY (DEL) 2.4

SOP LPPT PHRASEOLOGY P28

Note VFR traffic will typically be smaller aircraft that might need to start
their engines right away. Be ready to transmit the clearance at a
later stage, such as just before or during taxi

8 Jan 2023 Rev.12

 GROUND (GND) 3.0

SOP LPPT P29

Chapter 3

Ground (GND)

8 Jan 2023 Rev.12

 GROUND (GND) 3.1

SOP LPPT GENERAL P30

3.1 General
For the standard taxi routes, refer to the AIP.

Transponder should be ON:

• From the request for push-back or taxi, whichever is earlier

• After landing, continuously until the aircraft is parked on stand

The transponder must be ON at the latest before issuing take off clearance during NVP, or before taxi
clearance during LVP.

Departures have priority over arrivals regarding taxi/pushback. Sometimes it can be better to give priority
to the arrival to ease traffic flow.

8 Jan 2023 Rev.12

 GROUND (GND) 3.2

SOP LPPT AREA OF RESPONSIBILITY P31

3.2 Area of Responsibility

Lisboa Ground will be responsible for all ground movements excluding those on or West of the runway.

Lisboa Ground will take departures from pushback or startup clearance until reaching the departure
holding point, and arrivals from exiting the Rapid Exit Taxiway until reaching the stand. It will additionally
be responsible for any movements such as aircraft towing or taxiing to other positions, run-ups, etc.

8 Jan 2023 Rev.12

 GROUND (GND) 3.3

SOP LPPT PROCEDURES P32

3.3 Procedures
The below procedures are considered as standard and no coordination is required to employ them,
except where explicitly required.

Should a situation arise that does not match any of the below cases, coordinate an arrangement with the
affected agencies.

3.3.1 Departures
When RWY02 in use, ACFT taxiing via G2, U1 and N1 are to be assigned position N for departure. For
ACFT taxiing via M4 assign position M for departure. Position P is available if the pilot requests it and
Tower is able to accommodate the request (in these cases assign TAXI SP in the STS of the Departure
List). Departures from stands 124, 125 and 126 should push facing north to taxi via G. Stands 123 and
further south should push facing south and taxi via M. Some flexibility is allowed regarding direction
facing in apron 12x when an operational advantage exists to push in the other direction.

When RWY20 in use, medium and light ACFT are to be assigned position U for departure, unless the
pilot requests full rwy length (in these cases assign TAXI SP in the STS of the Departure List). Heavies
will go for S.

Prior to the aircraft reaching the holding point, Ground will handoff the aircraft to Tower with a CONTACT
if the holding point is empty, or with a STAND BY FOR otherwise.

3.3.1.1 Runway crossing

If needed, runway crossing shall be made in contact with Lisboa TWR. The normal position to cross
is taxiway A6, however crossing via T or via U is also a possibility. All three taxiways can be used to
cross the runway simultaneously, however care should be taken to ensure the departure sequence is
respected.

8 Jan 2023 Rev.12

 GROUND (GND) 3.4

SOP LPPT ARRIVALS P33

3.4 Arrivals
If RWY02 is in use, arrivals will vacate via H4. Tower will instruct to vacate via H4 and U4 prior to
transferring to Ground.

In case of RWY20, arrivals will vacate via H1 or H3. Tower will instruct to continue either via L, G, U or F
according to the assigned stand.

Destination Apron 40, 41, 42, 20, 22, 10, 11, 12 will continue via L.

Destination Apron 50, 60, 12, 14, 70, 80, Mil Apron will continue via G (or F if proceeding to stands
connected to Taxilane F).

Destination Apron 30 will continue via U.

Stand 124 will be used as the cutaway point in deciding whether to taxi via G or via L. Stand 124, inclusive,
to the north will be instructed to continue via G. Stand 123, inclusive, to the south will be instructed to
continue via L.

If taxiway L or G is blocked by a pushback (coordinate with GND and look at the ground radar), Tower will
instruct to continue via the other taxiway, or if both are blocked, via U. Tower may attempt to coordinate
an arrival vacating via A6 or T. Main consideration to approve these requests is:

• RWY 02: A conflict hazard between an aircraft vacating via H4 and another via A6 at the intersection
of taxiway A with U, or if you anticipate that this will increase the runway occupancy time, when
that is a factor

• RWY 20: A head on conflict between an aircraft vacating via T or A and another taxiing to the
runway via T or A

8 Jan 2023 Rev.12

 GROUND (GND) 3.5

SOP LPPT STAND ASSIGNMENT P34

3.5 Stand assignment

For stand assignment, aircraft type, airline and origin of flight shall be taken into account.
Jetway stands are from 107 to 147 (excluding 108). Jetways for Non-Schengen flights are 124 until 147.

Jetway stands are typically used by Flag Carriers and easyJet. Stand 108 is mostly used by ATR aircraft.

All other stands are remote and can be given to both Schengen and Non-Schengen flights.

Apron 20 is for low cost companies (except easyJet), and occasionally Cargo aircraft.

Apron 22 is used both by all types of traffic, ranging from Low Costs to Flag Carriers, including Business
Jets and diverted Single Engine Pistons.

Apron 70 is used by Embraer, ATR aircraft, Business Jets, private aircraft and helicopters.

Apron 80 is the main option for Cargo aircraft, but is also used as a normal remote apron. Care should
be taken to respect the wingspan limitations of the apron. Stands 801 to 803 are limited to aircraft B763
and smaller. Stands 804 to 806 are limited to A321 and smaller. MD11 and larger do not fit anywhere in
the apron, and should be assigned a remote stand elsewhere.

Military Apron is used by State and Military aircraft, emergency helicopters, and exceptionally Business
Jets when parking elsewhere is not possible.

If the pilot requests another stand check stand availability and compatibility with aircraft type. If no
problems are found, assign the requested stand. If you find a problem, inform the pilot and suggest
another stand nearby.

8 Jan 2023 Rev.12

 GROUND (GND) 3.6

SOP LPPT RESTRICTIONS P35

3.6 Restrictions
The push-back/start-up procedure has to be initiated no later than 2:00 minutes after the start-up approval
has been issued.

Power-back is not allowed in any position

3.6.1 Taxiways
G2 turning right into U2 forbidden for Heavy aircraft.

Aircraft taxiing northbound on TWY S2 forbidden to turn right and enter TWY U6.

Taxilanes A1, A2, M1, K and Y restricted to aircraft wingspan up to 48 meters (B752 max).

Taxilanes B, C, and Taxilane W restricted to aircraft wingspan up to 51 meters (B762 max).

Taxilanes E and F restricted to aircraft wingspan up to 36 meters(A320 family max).

Taxilane D restricted to aircraft wingspan up to 31 meters (E195 max).

3.6.2 Aprons
3.6.2.1 APRON 70
On 701, 702, and 703 positions (nose out) aircraft will enter through taxiway A5 and depart through
Taxilane D and via Taxilane W1.

On position 704, 705 and 706 (nose-in) the aircraft will enter by Taxilane W1 and Taxilane D. The
departing maneuver will be done with push-back and pull-ahead to the breakaway zone of Taxilane D
with the nose facing South.

3.6.2.2 APRON 14
Aircraft pushing back from Stand 146 shall be pushed along the full length of the Stand maintain alignment
with the lead-in line of the Stand until reaching TWY A5 and Taxilane W1 intersection. From here a
Pull-ahead manoeuvre shall be executed placing the aircraft over A4 TWY centreline.

3.6.2.3 APRON 60
Apron Taxilane F restricted to aircraft with wingspan maximum 36M (A320 family). Larger aircraft shall
use TWY G2 for taxi.

3.6.2.4 APRON 50
When B744 aircraft and larger are parked on this Apron, they should always enter and exit through
Taxiway M2.

8 Jan 2023 Rev.12

 GROUND (GND) 3.6

SOP LPPT RESTRICTIONS P36

3.6.2.5 APRON 30
Normal Visibility Operations (NVO) Traffic for all Runways:

• From Stand 301 the push-back manoeuvre must be nose faced South

• From Stand 302 the push-back manoeuvre must be nose faced North

Low Visibility Operations (LVO) Traffic for Runway 20:

• All push-back must be nose faced South.

3.6.3 Engine run-ups

Engine test runs may only take place:

• On Multipurpose Ramp

• Short Engine checks at Idle Power are allowed on stand

8 Jan 2023 Rev.12

 GROUND (GND) 3.7

SOP LPPT PHRASEOLOGY P37

3.7 Phraseology
3.7.1 Startup request

ATC Aircraft

[callsign] information [ATIS letter] QNH [QNH],

startup approved.

Whitejet 401, information Quebec QNH 1018,

startup approved.

3.7.2 Push and start request

ATC Aircraft

[callsign] push and start approved facing [direction]

OR
[callsign] hold position, traffic in the apron
OR
[callsign] when clear of [company] [aircraft type],
push and start approved facing [direction]
OR
[callsign] TSAT [time], call you back according to
TSAT.

Whitejet 401, push and start approved facing south.

Whitejet 401, when clear of British Airways A320,
push and start approved facing west.
Whitejet 401, TSAT 1821, call you back according
to TSAT

3.7.3 Taxi out

ATC Aircraft

[callsign] taxi via [route] to [clearance limit],

(conditional clearances)

Iberia 3208, taxi via M to M holding point runway

02, give way to SATA A320 taxiing on L.
Iberia 3208, taxi via L and M, hold short of Q.
Iberia 3208, taxi via A and U to CAT TWO/THREE
holding point runway 20 .

3.7.4 Taxi in

8 Jan 2023 Rev.12

 GROUND (GND) 3.7

SOP LPPT PHRASEOLOGY P38

ATC Aircraft

[callsign] taxi via [route] to stand/apron [stand],

(conditional clearances)

KLM1769, taxi via M and E to stand 224.

Air France 241, taxi via M, hold short of J.
Medic27, taxi via A, W and C to Military Apron.

3.7.5 Departure handoff

ATC Aircraft

[callsign] contact Tower 118.1

OR
[callsign] standby for Tower 118.1

8 Jan 2023 Rev.12

 TOWER (TWR) 4.0

SOP LPPT P39

Chapter 4

Tower (TWR)

8 Jan 2023 Rev.12

 TOWER (TWR) 4.1

SOP LPPT GENERAL P40

4.1 General
In a constant flow of traffic, the normal sequence will be a departure, a landing, a departure, a landing
and so on. Tower will be the final element to tweak the departure sequence and will work on a more
immediate time frame, compared to the more tactical time frame of Delivery for example.

8 Jan 2023 Rev.12

 TOWER (TWR) 4.2

SOP LPPT AREA OF RESPONSIBILITY P41

4.2 Area of Responsibility

Lisboa Tower is responsible for runway 02/20, the taxiways West of the runway, and the CTR airspace as
defined in AIP. It is also responsible for any Heliport located within the CTR. Vertical limits are defined as
surface up to 2000ft.

Figure 4.1: Lisboa CTR

Lisboa CTR is neighboured by Cascais CTR to the Southwest, Sintra MCTR and MCTA to the West,
Alverca MCTR to the Northeast and Montijo MCTR to the Southeast.

Lisboa Approach sits on top of Lisboa CTR, starting at 1000ft within 9NM of LPPT, and 1500ft beyond
9NM

8 Jan 2023 Rev.12

 TOWER (TWR) 4.3

SOP LPPT PROCEDURES P42

4.3 Procedures
4.3.1 Departures
Ground shall initiate transfer of communications to Tower with sufficient time to allow rerouting the
departure to a different holding point, should there be a benefit in doing so.

Note Typical situations where this may happen include a departure not
ready at the holding point with a second departure ready, a Medium
aircraft departing ahead of a Heavy aircraft to prevent applying
Wake Turbulence Separation, a departure with more accumulated
delay overtaking another with less, among others. In the end, apply
good sense in fine tuning the departure sequence

Consider every aircraft at the runway holding point as able to commence line-up and take-off roll
immediately after clearance is issued.

Issue line up clearance only when the departure is near the holding point and the arrival is at 6DME or
greater from the threshold.
Make good use of “Behind TFC on final/landing runway 02, via XX lineup and wait behind” Keep in
mind some pilots, especially text ones, will be slower than others complying with clearances, particularly,
starting the takeoff run. Plan ahead to avoid go arounds.

Normal departure separation will be 2 minutes, to allow for an arrival in between.

Note As a rule of thumb only, typical traffic will overfly OKNIB/ROKOB

around 2 minutes after departure

A smaller separation (1:00 to 1:30 min) can be coordinated with Approach and Arrival in case of no
arrivals.
Do not coordinate this with traffic to LPMA. Always observe ICAO Wake Turbulence Separation Minima
and apply it, if greater.

For the purposes of Wake Turbulence Separation Minima, position M and N are the same and no additional
separation is required. Position P and U is considered an intersection departure, and separation shall be
increased to 3:00 minutes for aircrafts of a lighter category than the previous full length departure.

If there is any communication to be made that requires a readback, such as a modification of departure
clearance, do not issue take-off clearance without the correct readback.

If there is VFR traffic present in the Lisboa CTR near the departure path, and weather conditions are
sufficient to keep both aircraft in sight, first instruct the VFR to not interfere with the departure path, and
instruct the departure to remain on Tower frequency.
During the departure observe that there will be no conflict, and give traffic information as appropriate.
Wait until the departure has cleared the VFR traffic by at least 1000ft and then initiate the handoff to
Approach.

VFR can be deconflicted from departures and arrivals by instructing to remain clear of the Runway
Extended Centerline, or by instructing to not interfere with departures/arrivals, as appropriate.

8 Jan 2023 Rev.12

 TOWER (TWR) 4.3

SOP LPPT PROCEDURES P43

4.3.2 Arrivals
Remember you can issue speed restrictions for traffic on ILS, but avoid asking them to reduce to minimum
approach speed too early, unless necessary.
If you feel that the separation on final is too short, inform the APP controller and ask for a bigger
separation.
After the arrival has decelerated close to taxi speed, instruct to vacate via the Rapid Exit Taxiway and an
ensuing taxiway, and order to contact Ground. See Ground Arrivals to determine the ensuing taxiway
Arrivals may request to vacate via taxiway A6 or T on initial contact with Tower. Coordinate with Ground
and if successful, after the arrival has decelerated close to taxi speed instruct to vacate via the taxiway
requested. If not, instruct to vacate via the Rapid Exit Taxiway.

Note Main consideration to approve these requests on Ground Arrivals

4.3.3 Go arounds
In case of a go around, the published missed approach is the following:

Runway Route Climb

02/20 Runway Heading FL70

Inform Approach and transfer the aircraft to 119.1 (LPPT_APP). Failure to do so may result in the loss of
separation between aircraft on the missed approach and the aircraft on the SID.
Do not modify the procedure right away for the following reasons:

• High workload situation for the pilot

• Changing the cleared altitude may conflict with the departures and/or arrivals

Do not forget to apply wake turbulence separation between the missed approach and ensuing departing
aircraft.

4.3.4 Reduced Runway Separation Minima

RRSM is available day and night for use to clear an arrival while a departure is still occupying the runway,
provided:

• The tail wind component is not greater than 5 KT;

• Ground visibility is at least 5 KM and the ceiling is not less than 1000 FT;

• Runway is dry;

• The arriving aircraft receives traffic information as follows: (call sign) traffic information, (Aircraft
Type) departing Runway (Designator).

• When the arrival crosses the threshold, the following distances will exist:

– RWY02: departure is beyond intersection U6

– RWY20: departure is beyond intersection P

8 Jan 2023 Rev.12

 TOWER (TWR) 4.3

SOP LPPT PROCEDURES P44

• Following phraseology is used: (call sign) after the departing (Aircraft Type) cleared to land Runway
(Designator).

The above mentioned distances are about 1.3NM. If the distance between the arrival and the departure
approaches or reduces below it, instruct a go-around before the arrival crosses the runway threshold.

8 Jan 2023 Rev.12

 TOWER (TWR) 4.4

SOP LPPT VFR HELICOPTERS P45

4.4 VFR Helicopters

Several VFR heliports exist and are under responsibility of Lisboa Tower, with a mix of civilian, military,
SAR and Hospital flights.

An effort should be made to clear SAR and Hospital flights as direct and expeditiously as possible to
minimize their delays.
Hospital and Medical Evacuation Flights departures are typically cleared direct to the first point of the
flight plan route and climb to the requested altitude, pending successful coordination with Approach.

VFR Helicopter Routes are published in AIP and VFR Manual, and are to be enforced on non-priority
flights entering, leaving or crossing Lisboa CTR. VFR Helicopter Routes do not interfere with traffic on
Instrument Approaches or Departures to Lisboa.

Figure 4.2: Lisboa CTR Helicopter Routes

8 Jan 2023 Rev.12

 TOWER (TWR) 4.4

SOP LPPT VFR HELICOPTERS P46

Local VFR is not obliged to fly the published routes, and sometimes are even unable, such is the case of
sightseeing helicopter tours operating out of Algés.

In the 25 de Abril Bridge area, north of TR Helicopter Route, climbing up to 500ft maximum over the river
will not interfere with LPPT 02 arrivals or 20 departures.

Departures shall be cleared to turn to Igreja das Galinheiras 1500ft or RALIS 1000ft, for Visual Salemas
Route or Visual Tejo Route accordingly.

Take off will be issued from the intersection of taxiway T with runway 02/20.

8 Jan 2023 Rev.12

 TOWER (TWR) 4.4

SOP LPPT VFR HELICOPTERS P47

Figure 4.3: Helicopter Departure Arrival and Crossing Routes

Arrivals shall follow VFR Helicopter Routes to Igreja das Galinheiras or RALIS, at which point they will
hold and await clearance to continue.
When appropriate, clear to land on taxiway T intersection with runway 02/20. Helicopters unable do so
shall be cleared to land on runway 02/20.

VFR helicopters intending to overfly and cross the airport shall proceed to Igreja das Galinheiras or RALIS,
where they will wait for further clearance to continue to RALIS or Igreja das Galinheiras accordingly.

8 Jan 2023 Rev.12

 TOWER (TWR) 4.4

SOP LPPT VFR HELICOPTERS P48

On the ground, instruct taxi via W and D to Apron D, or W and C to Military Apron for Military and Hospital
flights.

Figure 4.4: Helicopter Ground Routes

4.4.1 Heliports
Helicopters on the ground at the various Heliports inside Lisboa CTR may be unable to contact Tower
due to VHF propagation characteristics and will arrange alternative methods to contact Tower such as
via private message to obtain departure clearance or to report on the ground after arrival.

4.4.1.1 ALFRAGIDE LPAF

VFR Private Heliport. Take off and approach direction 087º/267º.

Instruct to remain clear of extended runway centerline for simultaneous operations with runway 02/20 at
LPPT.
Clear to exit the Lisboa CTR via a point belonging to one of the Helicopter VFR routes

4.4.1.2 ALGÉS LPJB

VFR non scheduled. Approach direction: 344º / Take off direction: 314º.

For departure clearance instruct to climb to 500ft, reporting airborne.

Arrivals are asked to report final at Algés. After this, request to report on the ground.

8 Jan 2023 Rev.12

 TOWER (TWR) 4.4

SOP LPPT VFR HELICOPTERS P49

4.4.1.3 ALMADA HOSP LPGO

VFR Medical emergency flights. Approach Direction: 068º / Take Off Direction:248º

Request arrivals to report final

4.4.1.4 AMADORA HOSP LPAS

VFR for Medical Emergency. Approach direction: 081º / Take Off direction: 261º

Instruct to remain clear of extended runway centerline for simultaneous operations with runway 02/20 at
LPPT.
Request to report final.

4.4.1.5 CARNAXIDE HOSP LPFX

VFR for Medical Emergency. Approach direction:262º / Take Off direction: 082º

Instruct to remain clear of extended runway centerline for simultaneous operations with runway 02/20 at
LPPT.
Request to report final.

4.4.1.6 SALEMAS LPSA

VFR Restricted for helicopters equipped with two-ways radio communications and transponder. Take Off
and

Approach direction:138º / 318º

Local frequency 122.380.
Request arrivals to report final. When reporting final, instruct to contact local frequency.

4.4.1.7 LISBOA STA MARIA HOSP LPSM

VFR Medical Emergency flights. Approach direction: 184º / Take Off direction: 004º(MAG)

The heliport lies underneath the extended runway centerline which makes it incompatible with
simultaneous operation of runway 02/20 at LPPT.

During runway 02 operation, coordinate with Lisboa Approach to halt arrivals approximately 2 minutes
before the helicopter arrives at the heliport. Use radar data to assess this. Resume arrivals after the
helicopter reports or is observed on the ground.
During runway 20 operation, coordinate with Lisboa Approach to halt arrivals and departures
approximately 2 minutes before the helicopter arrives at the heliport. Use radar data to assess this.
Resume arrivals and departures after the helicopter reports or is observed on the ground.
Request arrivals to report final. When reporting final, instruct to report on the ground, and to report again
before departure.

4.4.1.8 ACADEMIA MILITAR

VFR Medical Emergency flights. Remain East of Praça do Marquês do Pombal to not interfere with
runway 02/20

Request arrivals to report final. When reporting final, instruct to report on the ground, and to report again
before departure.

8 Jan 2023 Rev.12

 TOWER (TWR) 4.4

SOP LPPT VFR HELICOPTERS P50

4.4.1.9 HOSPITAL FORÇA AÉREA

VFR Medical Emergency flights. Remain West of Estádio do Sporting to not interfere with runway 02/20.

Request arrivals to report final. When reporting final, instruct to report on the ground, and to report again
before departure.

4.4.2 Low Visibility Procedures (LVP)

Take-off and landing clearance will only be issued when the ILS protection areas are clear of known
traffic.
Landing clearance must be issued before 2DME. Instruct a go-around if an arrival reaches 2DME without
landing clearance.
Report RVR when METAR includes it. Report Cloud Base Height if less than 400ft AAL.

8 Jan 2023 Rev.12

 TOWER (TWR) 4.5

SOP LPPT PHRASEOLOGY P51

4.5 Phraseology
4.5.1 Take-off Clearance

ATC Aircraft

[callsign] wind [wind], runway [runway] cleared for

take-off, boa tarde.

Air Portugal 2970, wind 320 degrees 15 knots,

runway 02 cleared for take-off, boa tarde.

4.5.2 Landing Clearance

ATC Aircraft

[callsign] wind [wind], runway [runway] cleared to

land.

Air Portugal 297H, wind 320 degrees 15 knots

maximum 23, runway 02 cleared to land.

[readback]

Cleared to land runway 02, Air Portugal 297H.

[callsign] vacate via [Exit Taxiway] [ensuing taxiway],

contact Ground 121.750

Air Portugal 297H, vacate via H4, right U4, contact

Ground 121.750.
Air Portugal 297H, vacate via H3, left on G, contact
Ground 121.750.
Air Portugal 297H, vacate via H3, continue via L,
contact Ground 121.750.

4.5.3 Lineup behind

ATC Aircraft

[callsign] behind landing traffic, via [entry taxiway]

lineup and wait, behind

Alpine 47JB, behind landing A319, via M5 lineup

and wait, behind.

8 Jan 2023 Rev.12

 TOWER (TWR) 4.5

SOP LPPT PHRASEOLOGY P52

Note Should there be any doubt that the departure has the correct arrival
in sight, give traffic information and confirm if the departure has
traffic in sight

4.5.4 RRSM landing

ATC Aircraft

[callsign] traffic information, [aircraft type] departing

[runway]

KLM1693 traffic, information, Airbus A330 departing

runway 02.

[readback]

Traffic in sight, KLM1693

[callsign], [wind], after the departing [aircraft type],

cleared to land [runway] , runway [runway]

KLM1693, wind 350 degrees 15 knots gust 32

variable between 320 degrees and 080 degrees,
after the departing Airbus A330, cleared to land
Runway 02.

4.5.5 Modification of Clearance

ATC Aircraft

[callsign] [modification]

Air Azores 129, after departure climb on runway

heading to Flight Level 60. Air Portugal 1693, after
departure remain on this frequency

[readback]

After departure climb on runway heading to Flight

Level 60, Air Azores 129 After departure remain on
this frequency, Air Portugal 1693

8 Jan 2023 Rev.12

 TOWER (TWR) 4.5

SOP LPPT PHRASEOLOGY P53

ATC Aircraft

[callsign] readback correct, wind [wind], runway

[runway] cleared for take-off, boa tarde.

Air Azores 129, readback correct, wind 320 degrees

15 knots, runway 02 cleared for take-off, boa tarde.
Air portugal 1693, readback correct, wind 320
degrees 15 knots, runway 02 cleared for take-off,
boa tarde.

4.5.6 Helicopter Arrival

ATC Aircraft

[callsign] [initial contact]

Lisboa Tower, CSHFU, 1000ft over Vila Franca de

Xira proceeding via Tejo Route for full stop at Lisboa

[callsign] [arrival instructions]

CSHFU, roger, continue to RALIS hold at RALIS.

[callsign] [wind] [location] cleared to land

CSHFU, wind 320 degrees 15 knots maximum 23,

runway 02 intersection with T cleared to land.

4.5.7 Heliport Departure

ATC Aircraft

[callsign], [location]

Helibravo 206 departed Algés 500ft

[callsign], [QNH] [instructions]

Helibravo 206, QNH 1017 climb to 1000ft proceed

via Tejo Route to Vila Franca de Xira.

4.5.8 Heliport Arrival

8 Jan 2023 Rev.12

 TOWER (TWR) 4.5

SOP LPPT PHRASEOLOGY P54

ATC Aircraft

[callsign] wind [wind], runway [runway] cleared for

take-off, boa tarde.

Lisboa Tower, CSHFP, 1000ft over Vila Franca de

Xira proceeding via Tejo Route to Algés

[callsign] [arrival instructions]

CSHFP, roger, report final to Algés

CSHFP on final to Algés

CSHFP, report on the ground

4.5.9 Low Visibility Take-off Clearance

ATC Aircraft

[callsign] [wind] [RVR], runway [runway] cleared for

take-off, boa tarde.

Air Portugal 203, wind calm RVR runway 20 200

meters, runway 20 cleared for take-off, boa tarde.

4.5.10 Low Visibility Landing Clearance

ATC Aircraft

[callsign] [wind] [RVR] (Cloud Base height),

[runway] cleared to land.

Air Portugal 202, wind calm RVR touchdown 100

meters, runway 20 cleared to land
Iberia 31FF, wind 220 degrees 14 knots, Cloud
Base Height 400 feet, runway 20 cleared to land

8 Jan 2023 Rev.12

 APPROACH 5.0

SOP LPPT P55

Chapter 5

Approach

8 Jan 2023 Rev.12

 APPROACH 5.1

SOP LPPT AREA OF RESPONSIBILITY P56

5.1 Area of Responsibility

Lisboa TMA comprises several sectors, and is of considerable complexity, servicing 5 aerodromes all
within 10NM of each other. Added to its own sectors, a number of neighbouring sectors have delegated
airspace to Lisboa, and several military areas restrict its operation.

Figure 5.1: Lisboa TMA configuration

TMA sector is FL055-FL245, with an optional vertical split at FL155.

Approach Sector 1 is 1500FT AGL-FL085, although TMA will handoff arrivals descending to FL100.
Area A is an extension of TMA and Sector 1, and extends both’s lower limit to 1000FT.
Sintra will always delegate its airspace above 3500FT to Lisboa. When Sintra Approach is closed
(weekdays after 1700 local and weekends/holidays) the airspace owner will be Lisboa Information, with
the same vertical delegation.
Monte Real will by default delegate its airspace above FL65 to Lisboa, exception being when R60B is
active beyond FL245 (up to FL500), where it will not be available to Lisboa, and no traffic shall cross
beyond a line west of XAMAX-FTM-PT405.
Lisboa Enroute delegates a portion of airspace to Lisboa Approach, between FL095-FL245.

8 Jan 2023 Rev.12

 APPROACH 5.2

SOP LPPT DEPARTURES P57

5.2 Departures
Initial climb will be FL060 or cruise altitude, if lower.

Issue climb as needed, until FL240 or cruise altitude, whichever is lower and handle the aircraft to the
CTR controller before he reaches FL240, in order to aim for a continuous climb, or when approaching the
lateral limits.

Before issuing the standard FL240, check the cruise altitude, it can be lower. Remember you can cancel
speed restrictions. Useful if you want to increase separation.

We have tried to include as much as possible the correct Euroscope next controller on the sector file.
However, due to some Euroscope limitations, it does not always suggest the next correct controller.
Should this happen, departures from LPPT to the W or SW will go to LPPC_W_CTR, even if Euroscope
suggests LPPC_E_CTR (this is simplified, we can have more sectors but the idea remains the same).

8 Jan 2023 Rev.12

 APPROACH 5.3

SOP LPPT SID DEVIATIONS/DIRECTS P58

5.3 SID Deviations/Directs

When issuing directs or deviations from the SID, whatever the reason, ensure that the traffic is already
above the MRVA.

8 Jan 2023 Rev.12

 APPROACH 5.4

SOP LPPT ARRIVALS P59

5.4 Arrivals
5.4.1 Initial contact
On first contact with APP, planes are to report callsign, cleared LVL and STAR, which should have already
been assigned by enroute controller. In the absence of an enroute sector, assign the STAR yourself.

5.4.2 Delays
If possible, delays should be accomplished by assigning speed restrictions. If needed, coordinate with
the Area Sector to issue speed restrictions when the traffic is still far away from Lisboa.

If speed restrictions are not enough, delay vectors can be used to increase the delay of one or two
arrivals. More than that and you should revert to holding.

Start assigning holds and coordinate with the adjacent controllers. It is of extremely importance to be
aware of the sequence and to still be capable of sequencing aircraft with the appropriate separation.

5.4.3 Approach Sequence

LPPT_U_APP 123.975 is the controller responsible for defining the sequence. He should issue speed
and/or holding instructions to ease the workload of the subsequent approach controllers.
Transfers will be made according to the transfers table in Transfers.

5.4.4 Approach Sector

The approach controller will further define and enhance the sequence, while separating the arriving from
the departing traffic.

If holdings are needed or in progress, coordinate with the Arrival controller lower handoff altitudes to
ease arrival workload.

5.4.5 Arrival Sector

LPPT_F_APP 125.125 will be the controller vectoring and issuing approach clearances. The goal of this
position is to fine tune the arrival sequence and direct aircraft to their approaches.

Aim for the following separation between arrivals:

• 6nm

• 3NM without a departure in between

• 12nm during LVP

• 9nm during LVP without a departure in between

Default to 6nm (12nm during LVP), as Tower expects to depart one aircraft in between each arrival.
Separations less than 6nm sometimes do not work in VATSIM, and should only be used when confident
of a positive outcome.

Note 6nm separation at 180 knots equals 2 minutes

8 Jan 2023 Rev.12

 APPROACH 5.4

SOP LPPT ARRIVALS P60

Aim to vector arrivals to PESEX/UPKAT at 4000 feet.

Consider intercepting the ILS beyond the Final Approach Point:

• 10nm/NETVO at 3000 feet

• 8nm at 2500 feet (intersection of extended centerline with Lisboa CTR, for RWY02)

Maintain downwind/STAR until able to vector base turn to slot in sequence. If arrivals need long delaying
vectors, request LPPT_APP to begin issuing holds. Do not allow the situation to develop to the point
where delaying vectors begin nearing the lateral limits of the Radar Vectoring Area.

5.4.6 Speed Restrictions

There are standard speed restrictions when approaching Lisbon. These should be followed by the pilots
but that’s not always the case.

Issuing speed restrictions accomplishes the following:

• Creates or maintains separation

• Avoids having pilots entering at the ILS at 250kts

• Avoids having pilots reducing to minimum approach speed far away from the airport

These are the speed restrictions:

Phase Speed

FL245-FL100 MAX IAS 280 kts

FL100-FL070 MAX IAS 250 kts

FL070-4000FT MAX IAS 220 KTS

Below 4000FT MAX IAS 200 KTS

Final segment MAX IAS 180-160 KTS

4 NM 160 KTS and reducing to Vapp

In case lower speeds are required, the following table presents minimum speeds possible to be assigned:

Phase Minimum Assignable Speed

FL250 250kts

FL150 220kts/Minimum Clean Speed

FL60 180kts

4000FT/FAP 160kts/Minimum Approach Speed

8 Jan 2023 Rev.12

 APPROACH 5.5

SOP LPPT CASCAIS AERODROME P61

5.5 Cascais Aerodrome

LPPT_APP will normally control traffic in LPCS CTR, provided that LPCS_TWR is offline.
In the specific case of the VFR tunnels, consider the following:

• If RWY in use at LPPT is 02, LPPT_F_APP is responsible for the VFR tunnels

• If RWY in use at LPPT is 20, LPPT_APP is responsible for the VFR tunnels

IFR inbounds are to be cleared for the RNP approach, or in alternative the VOR DME approach, RWY
35, with a circle to land RWY 17 if necessary.

IFR Inbounds:

• From the North:

– DCT ROKAP
– DCT FTM->CAS with Monte Real Active

• From the South

– DCT ESP

• Followed by:

– vectors leading to DCT CEFOX at 3000 feet OR

– vectors to ESP or 11DME Radial 170 CAS according to MRVA

8 Jan 2023 Rev.12

 APPROACH 5.6

SOP LPPT ALVERCA AERODROME P62

5.6 Alverca Aerodrome

Traffic to Alverca will normally perform an instrument approach to the runway in use at LPPT. When visual
contact with LPAR is established, a visual approach will be flown.

Traffic departing Alverca will be instructed to intercept the appropriate SID from LPPT.
Until LPAR_TWR is implemented, consider the following:

• If RWY in use at LPPT is 02, LPPT_APP is responsible for LPAR MCTR

• If RWY in use at LPPT is 20, LPPT_F_APP is responsible for LPAR MCTR

8 Jan 2023 Rev.12

 APPROACH .0

SOP LPPT ALVERCA AERODROME P63

8 Jan 2023 Rev.12

 RADAR VECTORING CHART A.0

SOP LPPT P64

Appendix A

Radar Vectoring Chart

8 Jan 2023 Rev.12

 RADAR VECTORING CHART A.0

SOP LPPT P65

8 Jan 2023 Rev.12