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!! NOT FOR OPERATIONAL USE !! data may be stale, incomplete, or wrong

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 ADVANCED ATC TOWER PROCEDURES IN PROGRESS A-DPI AND C-DPI
MESSAGES ARE SENT TO NMOC AND BE USED FOR AIR TRAFFIC FLOW 
MANAGEMENT (ATFM) PURPOSES AOBT (ACTUAL OFF BLOCKS TIMES) FOR ALL 
DEPARTING IFR FLIGHTS 
1.1 ADS-B DATA REQUIRED FOR OPERATIONS
1.1.1 FOR ADS-B DATA USED BY THE AD OPERATOR AND EUROCONTROL,
PILOTS OF AIRCRAFT EQUIPPED WITH MODE S AND ADS-B FUNCTIONALITY
MUST, WHEN OPERATING ON THE GROUND:
A) SELECT AUTOMATIC MODE AND THE ASSIGNED MODE A, OR 
B) IF AUTOMATIC MODE IS NOT AVAILABLE, SELECT ON AND THE
ASSIGNED MODE A
-FROM THE REQUEST OF PUSH-BACK
-AFTER LANDING, UNTIL THE AIRCRAFT HAS STOPPED ON HIS STAND
-WHEN THE AIRCRAFT IS FULLY PARKED, THE PILOT SHALL SELECT STBY.
1.1.2 WHEN THE AIRCRAFT IS CAPABLE OF COMMUNICATING
ITS IDENTIFICATION (I.E THE CALL SIGN USED IN FLIGHT)
THIS MUST BE ENTERED (VIA THE FMS OR TRANSPONDER CONTROL PANEL) AT 
THE TIME OF THE PUSH-BACK REQUEST 
1.1.3 THE CREW MUST USE THE FORMAT DEFINED BY ICAO TO ENTER THE
AIRCRAFT IDENTIFICATION.
1.1.4 IN ORDER NOT TO COMPROMISE THE PERFORMANCE OF SYSTEMS 
BASED ON SSR FREQUENCIES (INCLUDING AIRBORNE TCAS AND 
SSR RADARS) TCAS SHOULD NOT BE SELECTED BEFORE RECEIVING
CLEARANCE TO LINE UP AND SHOULD BE DESELECTED AFTER VACATING THE RWY.
ADVANCED ATC TOWER PROCEDURES IN PROGRESS A-DPI AND C-DPI
MESSAGES ARE SENT TO NMOC AND BE USED FOR AIR TRAFFIC FLOW 
MANAGEMENT (ATFM) PURPOSES AOBT (ACTUAL OFF BLOCKS TIMES) FOR ALL 
DEPARTING IFR FLIGHTS 
1.1 ADS-B DATA REQUIRED FOR OPERATIONS
1.1.1 FOR ADS-B DATA USED BY THE AD OPERATOR AND EUROCONTROL,
PILOTS OF AIRCRAFT EQUIPPED WITH MODE S AND ADS-B FUNCTIONALITY
MUST, WHEN OPERATING ON THE GROUND:
A) SELECT AUTOMATIC MODE AND THE ASSIGNED MODE A, OR 
B) IF AUTOMATIC MODE IS NOT AVAILABLE, SELECT ON AND THE
ASSIGNED MODE A
-FROM THE REQUEST OF PUSH-BACK
-AFTER LANDING, UNTIL THE AIRCRAFT HAS STOPPED ON HIS STAND
-WHEN THE AIRCRAFT IS FULLY PARKED, THE PILOT SHALL SELECT STBY.
1.1.2 WHEN THE AIRCRAFT IS CAPABLE OF COMMUNICATING
ITS IDENTIFICATION (I.E THE CALL SIGN USED IN FLIGHT)
THIS MUST BE ENTERED (VIA THE FMS OR TRANSPONDER CONTROL PANEL) AT 
THE TIME OF THE PUSH-BACK REQUEST 
1.1.3 THE CREW MUST USE THE FORMAT DEFINED BY ICAO TO ENTER THE
AIRCRAFT IDENTIFICATION.
1.1.4 IN ORDER NOT TO COMPROMISE THE PERFORMANCE OF SYSTEMS 
BASED ON SSR FREQUENCIES (INCLUDING AIRBORNE TCAS AND 
SSR RADARS) TCAS SHOULD NOT BE SELECTED BEFORE RECEIVING
CLEARANCE TO LINE UP AND SHOULD BE DESELECTED AFTER VACATING THE RWY.

icao text:

B1100/26 NOTAMN Q) LGGG/QFAXX/IV/NBO/A /000/999/3856N02046E005 A) LGPZ  PART 1 OF 2  B) 2606290615  C) 2609292359  E) ADVANCED ATC TOWER PROCEDURES IN PROGRESS A-DPI AND C-DPI
MESSAGES ARE SENT TO NMOC AND BE USED FOR AIR TRAFFIC FLOW 
MANAGEMENT (ATFM) PURPOSES AOBT (ACTUAL OFF BLOCKS TIMES) FOR ALL 
DEPARTING IFR FLIGHTS 
1.1 ADS-B DATA REQUIRED FOR OPERATIONS
1.1.1 FOR ADS-B DATA USED BY THE AD OPERATOR AND EUROCONTROL,
PILOTS OF AIRCRAFT EQUIPPED WITH MODE S AND ADS-B FUNCTIONALITY
MUST, WHEN OPERATING ON THE GROUND:
A) SELECT AUTOMATIC MODE AND THE ASSIGNED MODE A, OR 
B) IF AUTOMATIC MODE IS NOT AVAILABLE, SELECT ON AND THE
ASSIGNED MODE A
-FROM THE REQUEST OF PUSH-BACK
-AFTER LANDING, UNTIL THE AIRCRAFT HAS STOPPED ON HIS STAND
-WHEN THE AIRCRAFT IS FULLY PARKED, THE PILOT SHALL SELECT STBY.
1.1.2 WHEN THE AIRCRAFT IS CAPABLE OF COMMUNICATING
ITS IDENTIFICATION (I.E THE CALL SIGN USED IN FLIGHT)
THIS MUST BE ENTERED (VIA THE FMS OR TRANSPONDER CONTROL PANEL) AT 
THE TIME OF THE PUSH-BACK REQUEST 
1.1.3 THE CREW MUST USE THE FORMAT DEFINED BY ICAO TO ENTER THE
AIRCRAFT IDENTIFICATION.
1.1.4 IN ORDER NOT TO COMPROMISE THE PERFORMANCE OF SYSTEMS 
BASED ON SSR FREQUENCIES (INCLUDING AIRBORNE TCAS AND 
SSR RADARS) TCAS SHOULD NOT BE SELECTED BEFORE RECEIVING
CLEARANCE TO END PART 1 OF 2
B1100/26 NOTAMN Q) LGGG/QFAXX/IV/NBO/A /000/999/3856N02046E005 A) LGPZ  PART 2 OF 2  B) 2606290615  C) 2609292359  E) LINE UP AND SHOULD BE DESELECTED AFTER VACATING THE RWY. END PART 2 OF 2

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