1.1.1 General conditions

Civil aircraft are not permitted to take off from or land at any aerodrome/heliport not listed in this AIP except in cases of real emergency or when special permission has been obtained from the General Authority of Civil Aviation. Operators are warned that contravention of these instructions may seriously endanger the aircraft and its occupants.

No air carrier or private operator of 4 or 3 engine airplane with one engine inoperative is permitted to take-off from any aerodrome of Saudi Arabia.

All aerodromes listed are, unless otherwise stated, owned, supervised, maintained and operated by the General Authority of Civil Aviation

The Standards and Recommended Practices of ICAO Annex 14, Volumes I and II, are applied. Differences to these procedures are detailed in subsection GEN 1.7

1.1.1.1 Landings made other than at an international aerodrome/heliport or a designated alternate aerodrome/ heliport

If a landing is made other than at an international aerodrome/heliport or a designated alternate aerodrome / heliport , the pilot-incommand shall report the landing as soon as practicable to the health, customs and immigration authorities at any listed international aerodrome/heliport. This notification may be made through any available communication link (radio or commercial channels).

The pilot-in-command shall be responsible for ensuring that:

if health ministry clearance has not been granted to the aircraft at the previous landing, contact between other persons on the one hand and passengers and crew on the other is avoided;
cargo, baggage and mail are not removed from the aircraft except as provided below; and
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 be collected and returned to the galley refuse container, the contents of which should not be removed from the aircraft except for hygiene reasons; in that circumstance the contents must be destroyed either by burning or by deep burial.

1.1.1.2 Traffic of persons and vehicles on aerodromes

1.1.1.2.1 Demarcation of zones

The grounds of each aerodrome are divided into two zones:

a public zone comprising the area set aside by the authorities for the use of the general public; and
a restricted zone comprising the customs area (where applicable) and the aircraft parking and maneuvering areas.

1.1.1.2.2 Movement of persons

Access to the restricted zone is authorized only under conditions prescribed in the special rules governing the aerodrome.

The customs, police, and health inspection offices and the premises assigned to transit traffic (where applicable) are normally accessible only to airline passengers undergoing processing, to staff of the public authorities and airlines and to authorized persons in pursuit of their duty.

The movement of persons having access to the restricted zone of the aerodrome is subject to the air traffic regulations and to special rules laid down by the aerodrome director.

1.1.1.2.3 Movement of vehicles

The movement of vehicles in the restricted zone is strictly limited to vehicles driven or used by persons carrying a traffic permit or an official card of admittance. Drivers of vehicles, of whatever type, operating within the confines of the aerodrome/heliport must comply with the direction of the traffic, the traffic signs and the posted speed limits and comply with the provisions of the highway code and with the instructions given by the competent authorities.

1.1.1.3 Policing

Care and protection of aircraft, vehicles, equipment and goods used for which the aerodrome / heliport facilities are used are not the responsibility of the State or any concessionaire, who cannot be held responsible for loss or damage which is not incurred through action by them or their agents.

1.1.1.4 Landing, parking and storage of aircraft on aerodromes/heliports under the control of the General Authority of Civil Aviation

The conditions under which aircraft may land and be parked, housed or otherwise dealt with at any of the aerodromes / heliports under the control of the General Authority of Civil Aviation are as follows:

The fees and charges for the landing, parking or housing of aircraft shall be those published from time to time by the General Authority of Civil Aviation (GACA) in the AIP or NOTAM. The fees or charges for any supplies or services which may be furnished to aircraft at any aerodrome under GACA control shall be determined by GACA . All fees and charges shall accrue from day to day and shall be payable to GACA on demand.
Neither GACA nor any servant or agent of the government shall be liable for loss of or damage to any aircraft, its parts or accessories or any property contained in the aircraft, howsoever such loss or damage may arise, occurring while the aircraft is on any of the aerodromes under the control of GACA or is in the course of landing or taking off at any such aerodrome.

1.1.2 Use of military air bases

No specific information available at this time.

1.1.3 Low visibility procedures (LVP)

1.1.3.1. Promulgation of an aerodrome as available for Category II or Category III operations means that it is suitably equipped and that procedures appropriate to such operations have been determined and are applied when relevant.

1.1.3.2. Promulgation implies that at least the following facilities are available:

ILS	- certificated to relevant performance category.
Lighting	- suitable for category promulgated.
RVR system	- may be automatic or manned system for Category II; will be automatic system for Category III.

1.1.3.3. Special procedures and safeguards will be applied during Category II and III operations. In general, these are intended to provide protection for aircraft operating in low visibilities and to avoid disturbance of the ILS signals.

1.1.3.4. Protection of ILS signals during Category II or III operations may dictate that pre-take-off holding positions be more distant from the runway than the holding positions used in good weather. Such holding positions will be appropriately marked and will display signs conforming to the specifications in ICAO Annex 14,
Volume I, on one or both sides of the taxiway; there may also be a stop bar of red lights. For aircraft taxiing off the runway during Category III operations, exit taxiway centre line lights are colourcoded to facilitate notification of runway vacation; the colour coding ends at the boundary of the ILS critical/sensitive area. Pilots are required to make a "Runway Vacated" call on RTF when the aircraft has reached the colour code of part of the exit taxiway centre line lights, due allowance being made for aircraft size to ensure that the entire aircraft is clear of the ILS critical/sensitive area.

1.1.3.5. In actual Category II or III weather conditions, pilots will be informed by ATC of any unserviceabilities in the promulgated facilities so that they can amend their minima, if necessary, according to their operations manual. Pilots who wish to carry out a practice Category II or Category III approach are to request Practice Category II (or Category III) Approach on initial contact with Approach Control. For practice approaches there is no guarantee that the full safeguarding procedures will be applied and pilots should anticipate the possibility of a resultant ILS signal disturbance.

1.1.4 Aerodrome operating minima

1.1.5 Other information

1.1.5.1 Braking action

1.1.5.1.1. Friction measuring device used and friction level below which the runway is declared slippery when it is wet

Code	Water		Operational Meaning
Code	Coeffs. of friction	Descriptio	Operational Meaning
5	0.40 & above	Good	Aircraft can expect to land comfortably within the scheduled distance, where this is "wet" distance, without undue directional control problems.
4 3	0.30 - 0.39	Medium	Aircraft are likely to use all the "wet" scheduled distance including the safety factor part of the distance, and may run even further. Directional control may be impaired.
2 1	0.29 and below	Poor	Aircraft can expect to run for up to the full very "wet" or aquaplaning distance where this too is scheduled. Directional control will also be poor.

1.1.5.1.2. Braking action is measured from time to time by British Mu-meter on the wet runways. Braking action is determined and reported as follows:

1.1.5.1.3. When braking action is below Code 5 the breaking action for each section of the runway will be given in plain language as part of the landing instructions.

1.1.5.1.4. Should the braking action of a runway within Saudi Arabia fall below code 5 (0.40 coeff. of friction) an appropriate NOTAM will be issued.

1.1.5.2 Prohibition of 180 degrees turn on asphalt runways

1.1.5.2.1. Due to surface damage to asphalt pavements 180° turns are prohibited on ASPHALT runways and taxiways at all Saudi Arabian aerodromes.

1.1.5.2.2. Where there are taxiways, pilots must turn off and taxi round. Where there are no taxiways, pilots must use the turning bays at runway ends for turning.

1.1.5.2.3. Where a displaced threshold or work on the runway or taxiway necessitates 180° turns on a runway because there is no other access or egress, authorization to make 180° turns will be given in the NOTAM announcing the work or the displaced threshold.

1.1.5.2.4. Pilots are reminded that all turns should be as wide as possible. Engine thrust should be to the minimum necessary to prevent erosion and blast debris onto pavements.

1.1.5.3 Request for PPR

When prior permission is required from GACA before landing at an aerodrome, the permission is to be sought in accordance with the current rules.

Note : Prior notice (PN) of 3 hours to aerodrome required for nonscheduled aircraft.

1.1.5.4 Fuel spills at aerodromes

1.1.5.4.1. If fuel is discovered spilling from fuel service equipment or from the aircraft itself, the fuel servicing shall be stopped immediately by release of the deadman control or by operation of the emergency fuel shutoff. Every spill no matter how small, should be reported by the fastest means possible to the airline supervisor and aerodrome Operations Control / FRS and remedial action taken.

They shall determine if the fuelling operation can be resumed and continued safely or if they should be stopped until the nature of the problem is determined and corrected. Every fuel spill should be investigated by the aerodrome authority assisted by other agencies (air carrier, fuel agent) to determine the cause, whether emergency procedures were properly carried out, and what corrective measures are required.

1.1.5.5 Enforcement

1.1.5.5.1. Fuel spill due to the operation of defective equipment by fuel dispensing agency will incur the following charges and penalties:

withdrawal of licence to operate that equipment until repaired, if it can be shown that the defect was a result of improper maintenance;
a formal warning to the fuelling agency supervisor through his Head of Department; and
actual clean-up costs.

1.1.5.5.2. Fuel spill due to the mismanagement or mishandling of equipment by employees of the fuel dispensing agency will result in the following charges and penalties:

a seven-day suspension of the licence and or aerodrome Security ID badge of the person(s) responsible and reinstatement on proof of refresher training;
a formal warning to the fuelling agency supervisor through his Head of Department; and
actual clean-up costs.

1.1.5.5.3. Fuel spill due to the operation of defective equipment by air carriers will incur the following charges and penalties:

a formal warning to the air carrier supervisor through his Head of Department; and
actual clean-up costs;

1.1.5.5.4. Fuel spill due to the mismanagement or mishandling of equipment by employees of the air carrier will result in the following charges and penalties:

a seven-day suspension of the licence and or aerodrome Security ID badge of the person(s) responsible and reinstatement on proof of refresher training;
a formal warning to the air carrier supervisor through his Head of Department; and
actual clean-up costs.

1.1.5.6 The aircraft classification number - pavement 70 classification number (ACN/PCN) system

The ACN / PCN system provides a method of classifying pavement bearing strength for aircraft above 5700 KG maximum total weight authorized (MTWA). The ACN is a number expressing the relative effect of an aircraft load on a pavement for a specified sub-grade strength. The PCN is a number expressing the bearing strength of a pavement for unrestricted operations.

1.1.5.6.1 Aircraft classification number (ACN)

The ACN is calculated taking into account the weight of the aircraft, the pavement type, and the sub-grade category. ACN values for Civil aircraft are given in Annex 14 Attachment B, Table B1. This table lists ACN values for two weights, upper at MTWA and lower at APS or Operating Weight Empty. If the aircraft is operating at an intermediate weight, the ACN value can be calculated by a linear variation between these ACN.

1.1.5.6.2 Pavement Classification Number (PCN)

PCNs are reported as a five-part alphanumeric. Apart from the numerical value of the PCN, the report includes the pavement type (rigid or flexible) and the subgrade support strength category. Provision is made in the report for the aerodrome authority to place a limit on maximum allowable tire pressure, if this is a constraint, and an indication is required of whether the pavement has been evaluated by technical means (T) or past experience of aircraft use (U). aerodrome PCN alphanumerics where available are listed in AD 2.8 and AD 2.12 of the aerodromes concerned. The PCN reported isnormally the lowest in the aircraft movement area of the aerodrome.

1.1.5.6.3 Details of PCN Code are as follows:

PCN Number;
Type of Pavement (R = Rigid, F = Flexible);
Pavement Subgrade (A = High, B = Medium, C = Low, D = Ultra-low);
MAX Tire Pressure Authorized (W = No limit, X = MAX 217 PSI, Y = MAX 145 PSI, Z = MAX 73 PSI); and
Pavement Evaluation Method (T = Technical, U = From actual past use by aircraft).

Example : PCN 46/F/B/X/T = PCN 46/ Flexible pavement/ Medium Subgrade/ Max Tire pressure 217 PSI/ Technical

Calculate ACN from ICAO Annex 14, Attachment B, Table B1.

Example : AIRBUS A300-B2/aerodrome PCN 46/F/B/X/T.

AIRCRAFT TYPE	ALL UP WEIGHT KG	MAXIMUM TIRE PRESSURE *MPA	RIGID PAVEMENT SUBGRADES R	FLEXIBLE PAVEMENT SUBGRADES F
	(MTWA) (APS)	UNL 217 145 73 W X Y Z	HIGH MEDIUM LOW ULTRA-LOW A B C D	HIGH MEDIUM LOW ULTRA-LOW A B C D
AIRBUS A300-B2	142 000 85 690	1.23 (178 PSI)		45 23

The Airbus A300-B2 can operate to PCN 46/F/B/X/T without restriction.

Note: The ACN must always be the same as, or lower than, the aerodrome PCN for the Aircraft to operate. It will sometimes be necessary to reduce the MTWA to remain below the PCN.

* To convert MPA to PSI divide by 6895 e.g. 1.23 MPA = 1230000 / 6895 = 178 PSI

1.1.5.6.4 Special Provision

Prior approval is required to operate to airports when aircraft class exceeds the fire service catagory or pavement capacity PCN available using GACA approval request form No. AS-14-001.

AD 1 AERODROMES/HELIPORTS - INTRODUCTION

AD 1.1 AERODROME/HELIPORT AVAILABILITY AND CONDITIONS OF USE