SOP

LPCS

Standard Operating Procedures

Cascais

8 Jan 2023
 0.0

SOP LPCS CONTENTS P2

Contents

1 General 4
1.1 Distribution and Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2 Airport Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.3 Runways and Declared Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.4 Radio Navigation Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.5 Landing Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.6 Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.6.1 Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.6.2 Visual Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.7 Holdings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.8 Preferential Runway Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.8.1 Runway Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.9 Transition Altitude and Transition Level . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.10 Positions and Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.10.1 Cascais Aerodrome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.10.2 Adjacent Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.11 Transfers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.12 Separation Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
1.13 Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.13.1 VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.13.2 IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.14 Low Visibility Procedures (LVP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

2 Ground (GND) 19
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.2 Area of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.3 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.3.1 Flight Plan validation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.3.2 Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.3.3 Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.3.4 Arrivals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.3.5 Stand assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.3.6 Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.3.7 Engine run-ups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.4 Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

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 0.0

SOP LPCS CONTENTS P3

2.4.1 IFR Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

2.4.2 VFR Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.4.3 Startup request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.4.4 IFR Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.4.5 VFR Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.4.6 Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.4.7 Runway Crossing/Backtrack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

3 Tower (TWR) 28
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.2 Area of Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.3 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.3.1 VFR Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.3.2 IFR Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.3.3 Arrivals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.3.4 Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.3.5 Working Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.3.6 Night VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.3.7 Reduced Runway Separation Minima . . . . . . . . . . . . . . . . . . . . . . . . 34
3.3.8 Go arounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.3.9 VFR Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.3.10 Heliports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.3.11 Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.3.12 Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.3.12.1 Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.3.12.2 Working Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.3.12.3 Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.3.12.4 Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

A Callsigns 39

8 Jan 2023 Rev.5

 GENERAL 1.0

SOP LPCS P4

Chapter 1

General

8 Jan 2023 Rev.5

 GENERAL 1.1

SOP LPCS DISTRIBUTION AND SCOPE P5

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.5

 GENERAL 1.2

SOP LPCS AIRPORT DATA P6

1.2 Airport Data

Name Cascais Municipal Aerodrome

ICAO LPCS

IATA CAT

8 Jan 2023 Rev.5

 GENERAL 1.3

SOP LPCS RUNWAYS AND DECLARED DISTANCES P7

1.3 Runways and Declared Distances

Takeoff Run Available (TORA) [m]

RWY Total

35 1350
1400x30
17 1540

Departures from intersections are allowed. Declared distances from intersections not published.

8 Jan 2023 Rev.5

 GENERAL 1.4

SOP LPCS RADIO NAVIGATION AIDS P8

1.4 Radio Navigation Aids

ID Name Type Frequency

ESP Espichel VOR DME 112.50 MHz

CAS Cascais VOR DME 114.30 MHz

SRA Sintra VORTAC 112.10 MHz

STR Sintra NDB 371 kHz

8 Jan 2023 Rev.5

 GENERAL 1.5

SOP LPCS LANDING AIDS P9

1.5 Landing Aids

ID Type Frequency Course Category Glide Path RWY

N/A N/A N/A N/A N/A N/A N/A

8 Jan 2023 Rev.5

 GENERAL 1.6

SOP LPCS APPROACH PROCEDURES P10

1.6 Approach Procedures

RWY ILS RNP VOR DME LOC

35
1 1
17

1
RNP and VOR circle-to-land available

1.6.1 Instrument Approaches

RNP and VOR are the only approaches available at LPCS, and a straight-in approach available only to
Runway 35. Runway 17 serviced by the RNP or VOR approach Runway 35 circle-to-land Runway 17.

Approach only available to Approach Category A and B aircraft. Available to Category C aircraft if able to
comply with speed limitations as published on the approach chart.

Circling approaches can perform circling to the West or to the East. Circling to the West allows for a
lower minima proving useful if weather so dictates. Circling East allows for a simpler Missed Approach
Procedure and is usually the preferred option, weather allowing. Regardless, either option can be used
at any time as operationally advantageous.

During IFR arrivals, VFR traffic in the runway circuit must be instructed to proceed to and orbit over
A-POINT, B-POINT, C-POINT or D-POINT, irrespective of being fixed wing or helicopter. Traffic in working
areas must maintain at maximum 1000 feet. These restrictions apply until the IFR arrival is on the ground
and unlikely to perform a missed approach

1.6.2 Visual Approaches

Provide traffic information as accurately as possible to avoid conflicts with other VFR traffic, including
traffic in the working areas.

8 Jan 2023 Rev.5

 GENERAL 1.7

SOP LPCS HOLDINGS P11

1.7 Holdings

FIX Minimum Maximum Inbound Direction Use/Remarks

Altitude Altitude Course of Turns

7DME 2000 N/A 349º Left FAF/IAF

CAS

EKMAR 3000 N/A 044º Left Missed Approach/LPPT

traffic

8 Jan 2023 Rev.5

 GENERAL 1.8

SOP LPCS PREFERENTIAL RUNWAY CONFIGURATION P12

1.8 Preferential Runway Configuration

Runway in use at Cascais 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 RWY35.

1.8.1 Runway Changes

Runway changes are to be determined by TWR, and informed to 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.

8 Jan 2023 Rev.5

 GENERAL 1.9

SOP LPCS TRANSITION ALTITUDE AND TRANSITION LEVEL P13

1.9 Transition Altitude and Transition Level

The transition altitude in Cascais is 4000ft. The Transition Level is calculated using the table below.

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.5

 GENERAL 1.10

SOP LPCS POSITIONS AND RESPONSIBILITIES P14

1.10 Positions and Responsibilities

1.10.1 Cascais Aerodrome

ID Position Callsign Frequency Responsibilities

CTRCS LPCS_TWR Cascais Tower 120.300 Cascais CTR

1.10.2 Adjacent Positions

ID Position Callsign Frequency Responsibilities

CTRLI LPPT_TWR Lisboa Tower 118.100 Lisboa CTR; LPJB Algés Heliport

APPLI LPPT_APP Lisboa Ap- 119.100 Lisboa TMA

proach

ARRLI LPPT_F Lisboa Arrival 125.125 VFR tunnels with RWY02 in use
APP

STRA LPST_APP Sintra Ap- 118.600 Sintra MCTA

proach

C LPPC_CTR Lisboa Control 125.550 Lisboa FIR

ESTL LPPC_E Lisboa Control 136.025 East Sector

CTR

CENL LPPC_C Lisboa Control 127.250 Centre Sector

CTR

ZFIS LPAM_CTR Lisboa Informa- 123.750 Sintra MCTR and MCTA when Sintra closed
tion

8 Jan 2023 Rev.5

 GENERAL 1.11

SOP LPCS TRANSFERS P15

1.11 Transfers

From To Conditions/Remarks

TWR LPPT_APP VFR: Reaching Cova do Vapor at 1000 feet. Instruct to Monitor,
unless flight has a requested related (ie: requesting LPMT)
IFR: Passing 2000 feet

TWR LPST_APP Reaching Cabo da Roca at 1000 feet

Other transfers should be coordinated on a case to case basis

8 Jan 2023 Rev.5

 GENERAL 1.12

SOP LPCS SEPARATION MINIMA P16

1.12 Separation Minima

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

In LPCS, separation minima is as follows:

• 3Nm

• Visual Separation in vicinity of aerodrome

8 Jan 2023 Rev.5

 GENERAL 1.13

SOP LPCS FLIGHT PLANNING P17

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
Local traffic will file CCAIS as the only route element. This covers both working areas and aerodrome
circuit.

Departures shall file either Cabo da Roca (CROCA) departing north or Cova do Vapor (CVAPO) departing
south. South departures must plan via Lisboa TMA VFR tunnels.

Helicopters proceeding through Lisboa CTR shall plan according to VFR Helicopter routes. Priority
helicopters are exempt.

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

After the first point aircraft route as follow:

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.5

 GENERAL 1.14

SOP LPCS LOW VISIBILITY PROCEDURES (LVP) P18

1.14 Low Visibility Procedures (LVP)

Not aplicable.

8 Jan 2023 Rev.5

 GROUND (GND) 2.0

SOP LPCS P19

Chapter 2

Ground (GND)

8 Jan 2023 Rev.5

 GROUND (GND) 2.1

SOP LPCS GENERAL P20

2.1 General
Transponder should be STBY during ground movements.

If there is the need for the pilot to hold short of any position, issue the taxi instruction until that position,
no further.

Do not issue conflicting taxi clearances. If two taxi routes cross each other, the second pilot should be
given a holding instruction. It is also important to keep pilots informed of traffic that will cross and who
has priority.

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

Taxiway K and especially J are a common hotspot, as K is often used by departures from runway 17
while arrivals need to be instructed to vacate the runway elsewhere, and J for the same reason, plus it
being the only taxiway that has access to Apron E. It is paramount to know when departures begin their
taxi out of Apron E, so that it is possible to instruct an arrival to Apron E an alternative route in due time.

8 Jan 2023 Rev.5

 GROUND (GND) 2.2

SOP LPCS AREA OF RESPONSIBILITY P21

2.2 Area of Responsibility

Cascais Tower will be responsible for all ground movements and for all traffic in Cascais CTR. It will
additionally be responsible for any movements such as aircraft towing or taxiing to other positions,
run-ups, etc.

8 Jan 2023 Rev.5

 GROUND (GND) 2.3

SOP LPCS PROCEDURES P22

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
REFERENCE. Add or correct if needed (VATSIM will update this in the near future);

• Correct departure and destination aerodromes;

• Coherent ETD. Add or correct if needed;

• Route check. Refer to 1.12 Flightplanning REFERENCE for details;

• Check remarks for important information.

2.3.2 Departures
When RWY35 in use, ACFT shall taxi to the holding point for departure and be instructed to hold short of
runway. Traffic needing to cross the runway should do so at J. Aircraft larger than a Piper Seneca shall
be instructed to backtrack on runway 35 in lieu of taxiing via F.

When RWY17 in use, ACFT shall taxi to the holding point for departure and hold short of runway. Pilots
shall be instructed to backtrack either via F or K unless the pilot requests an intersection departure.

2.3.3 Departures
The positions to cross are taxiways J and R.

2.3.4 Arrivals
Arrivals are to vacate:

• Destination apron A or B via taxiway R, S or F;

• Destination apron C,D or E via taxiway J or K.

Pay attention to the availability of taxiways considering departures, and instruct accordingly.

8 Jan 2023 Rev.5

 GROUND (GND) 2.3

SOP LPCS PROCEDURES P23

2.3.5 Stand assignment

There are only 5 stands at Apron D named D1-5. However these are very loosely used, as aircraft will
park in a way they can then self maneuver out. Pushback maneuvers are not used at Cascais.

Instructing arrivals to “taxi to the apron” is most times sufficient. However if a situation where specifying
the apron or the stand is beneficial (ie: foreign pilots), such should be done.
Apron A

• Sevenair (Airline)

• Sevenair maintenance

Apron B

• IFA - International Flight Academy

• Sevenair Academy

• Aeroclube de Portugal

• Other Aeroclubs

• Private Operators (smaller than Piper Seneca)

• Non-LPCS based schools

Apron C

• Long term parking

Apron D

• Sevenair Regional line: D01

• Business Jets: D01 or as close as possible. Do not use D01 for larger than Learjet 45 to avoid
wingspan issues

• Larger Private Operators

• White Airways (ATR)

Apron E

• AWA Aeronautical Web Academy

• OATC Omni Training Center

• Pelicano

• Helibravo

• Heliportugal

• AirJetSul Ferry flight

• Valair Ferry Flight

• White Airways (if ATR, likely ferry flight for maintenance)

8 Jan 2023 Rev.5

 GROUND (GND) 2.3

SOP LPCS PROCEDURES P24

2.3.6 Restrictions
Do not issue startup clearance before successfully coordinating flights that require so.

Traffic intending to perform circuits or working areas that can not be accepted due to other traffic shall be
informed of an approximate new time to attempt startup.

TAXIWAYS

Taxiway F width 8 meters. Consider unusable for any traffic larger than Piper Seneca.

All other taxiways width between 15 and 19 meters

2.3.7 Engine run-ups

Engine test runs may only take place:

• Runway Holding Points;

• Apron D;

• Holding Bay Taxiway L.

8 Jan 2023 Rev.5

 GROUND (GND) 2.4

SOP LPCS PHRASEOLOGY P25

2.4 Phraseology
For phraseology details refer to Lisboa SOP.

The only difference is the inclusion of the initial climb on the departure clearance.

2.4.1 IFR Departure

ATC Aircraft

[callsign] runway [RWY] in use, wind [WIND], QNH

[QNH], cleared from Cascais to [destination], [SID],
(initial climb [INITIAL CLIMB]) squawk [transponder
code]

Sevair 401, runway 35 in use, wind 350 degrees

8 knots,QNH 1018, cleared from Cascais to Viseu,
ESP2N departure, initial climb 3000ft, squawk
4501.

[readback]

[callsign] readback correct, (slot time [CTOT]),

report ready.

Sevair 401, readback correct, report ready.

Note Consider omitting initial climb for Runway 17, so as to not induce
the pilot in error of commiting a level bust. With Runway 17 the
climb will stop at 2000 feet until radial 220.

2.4.2 VFR Departure

ATC Aircraft

[clearance request]

[callsign] standby for coordination.

OR
[callsign] cleared from Cascais to [destination],
after departure [departure instructions], squawk
[transponder code]

IfaJet 100, cleared from Cascais to Viseu, after

departure turn left to Cabo da Roca 1000 feet,
squawk 4751.

8 Jan 2023 Rev.5

 GROUND (GND) 2.4

SOP LPCS PHRASEOLOGY P26

Note Departure instructions shall include a directional (such as turn

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

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.

2.4.3 Startup request

ATC Aircraft

[callsign] startup approved. Runway [35/17],

[Winds], [QNH]

IfaJet 100, Startup approved, runway 35. Wind 320

degrees, 5 knots, QNH 1017.

2.4.4 IFR Departure

ATC Aircraft

[callsign] runway [RWY] in use, wind [WIND], QNH

[QNH], cleared from Cascais to [destination], [SID],
initial climb [INITIAL CLIMB] squawk [transponder
code]

Sevair 401, runway 35 in use, wind 350 degrees

8 knots,QNH 1018, cleared from Cascais to Viseu,
after departure intercept radial 238 from CAS
climbing to 3000 feet, squawk 4501.

[readback]

[callsign] readback correct, (slot time [CTOT]),

report ready.

Sevair 401, readback correct, report ready.

2.4.5 VFR Departure

ATC Aircraft

[clearance request]

8 Jan 2023 Rev.5

 GROUND (GND) 2.4

SOP LPCS PHRASEOLOGY P27

ATC Aircraft

[callsign] standby for coordination.

OR
[callsign] cleared from Cascais to [destination],
after departure [departure instructions], squawk
[transponder code]

IfaJet 100, cleared from Cascais to Viseu, after

departure turn left to Cabo da Roca 1000 feet,
squawk 4751.

2.4.6 Taxi

ATC Aircraft

[callsign] Taxi Holding Point Runway [35/17]

IfaJet 100, taxi holding point runway 35.

Note ATC Should wait for the plane to report ready for departure at the
holding point

2.4.7 Runway Crossing/Backtrack

ATC Aircraft

[callsign] Backtrack/Cross Runway [35/17], report

ready.

IfaJet 100, cross runway 35, report ready.

Note Taxi instructions may be omitted for crossing traffic

8 Jan 2023 Rev.5

 TOWER (TWR) 3.0

SOP LPCS P28

Chapter 3

Tower (TWR)

8 Jan 2023 Rev.5

 TOWER (TWR) 3.1

SOP LPCS GENERAL P29

3.1 General
Cascais is very different from other towers as the traffic is much more varied, in speeds flown, navigation
equipment, even intentions and type of flights. There is no standard minimum departure interval. Instead,
ICAO separation shall be provided.

8 Jan 2023 Rev.5

 TOWER (TWR) 3.2

SOP LPCS AREA OF RESPONSIBILITY P30

3.2 Area of Responsibility

Cascais Tower is responsible for runway 35/17, the taxiways and Helipad North, and the CTR airspace
as defined in AIP. It is also responsible for Hospital de Cascais Heliport and three working areas to the
West. Vertical limits are defined as surface up to 2000ft.

Figure 3.1: Cascais Traffic Pattern

8 Jan 2023 Rev.5

 TOWER (TWR) 3.2

SOP LPCS AREA OF RESPONSIBILITY P31

Figure 3.2: Cascais CTR

Cascais CTR is neighboured by Sintra MCTR and MCTA to the north, and Lisboa CTR to the east. Lisboa
Approach sits atop of the CTR.

It is important to monitor flights to ensure they do not enter Sintra MCTR accidentally.

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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.

Consider that every piston aircraft needs to perform a runup at the runway holding point. Request to
report ready for departure.

Most of the traffic at LPCS will be Light Wake Turbulence category, and as there is no separation provision
in between Light aircraft, the most typical criteria applied will be as per ICAO 4444 Chapter 7 Section
7.9.2.

Always observe ICAO Wake Turbulence Separation Minima and apply it, if greater.

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.

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

3.3.1 VFR Departures

Departures shall be cleared at 1000 feet, and to Cabo da Roca (CROCA) or Cova do Vapor (CVAPO) if
leaving the CTR.

Traffic intending to practice approaches at Sintra or Montijo shall be coordinated with the relevant unit
before start-up clearance is issued. Coordination shall be initiated by the start-up request.

3.3.2 IFR Departures

IFR departures always require a release from Lisboa Approach before issuing take-off clearance.

Departures climb to 3000ft (IFR departures from runway 17 on the ESP1M departure must maintain
2000ft until 14DME CAS).

Observe that there will be no conflict with nearby VFR traffic, 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.

3.3.3 Arrivals
Arrivals will be cleared at 1500 feet at either Cabo da Roca or Farol do Bugio.

Note Occasionally traffic may request to arrive east of Serra de Sintra

through D-Point at 1500 feet, to avoid weather at Cabo da Roca.
This will always be coordinated prior.

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Traffic arriving from outside the CTR or the working areas shall be given runway in use, wind and QNH
on first contact, as well as arrival instructions.

Keep in mind the availability of taxiways to instruct the pilot where to vacate in due time, if a conflict is
possible to occur.

3.3.4 Circuits
Departures will be cleared to climb to 1000 feet.

Departures performing local circuits may have their departure instructions omitted, unless a non-standard
instruction is required. By omission, fixed wing aircraft will join the western circuit, and helicopters join
the right circuit, both at 1000 feet.

If needed, the other circuit may be used by any type of aircraft, and even at 1500 feet if needed, as long
as the traffic is explicitly cleared as such.

VFR can be deconflicted from IFR departures and arrivals typically by instructing to orbit abeam the
tower, or A, B, C or D point, or by extending their downwind, or by joining the opposite circuit.

Traffic requesting to perform a simulated engine failure should be cleared overhead the field at 1500 feet,
and orbit overhead or asked to report starting the procedure, depending on traffic conditions.

Most common techniques for managing traffic on circuits involve extending downwinds, joining a different
circuit, orbiting over a position (often abeam tower, but also on any of the reporting points if so needed),
and using 1500 feet (often used by VFR traffic on a simulated instrument approach that terminates in a
circle to land).

3.3.5 Working Areas

Traffic departing to the working areas should be cleared to proceed to the cleared area at 1000 feet.

Typically each working area is occupied by a single aircraft at a time. However if both aircraft involved
accept, the area can be shared between them.

It is also possible to occupy more than one area at a time.

Guincho and Cabo Raso areas can be extended higher with coordination with Lisboa Approach. Cabo
Raso can extend up to 3000 feet. Guincho can extend as high as Approach can accommodate.

During an IFR departure or arrival, traffic in working areas shall be instructed to descend to 1000 feet
until clear of traffic. This covers the case of a missed approach.

Traffic approaching the working area will report reaching and the altitude block they intend to occupy.

Request to report for leaving. Continue providing traffic information while the flight is inside the working
area, namely when other traffic is flying to a neighbour area or Cabo da Roca.

When the flight intends to leave the area it will request landing instructions, or similar. Treat the flight as
any other arrival (see 3.2.3 Arrivals - REFERENCE).

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Figure 3.3: Cascais Working Areas

3.3.6 Night VFR

All traffic is considered daytime VFR, however if explicitly stated, night VFR procedures can be applied.

Maximum 3 aircraft in the traffic pattern, excluding other arrivals. There are no other differences for night
time circuit patterns.

It is not expected for night VFR to occupy any working areas.

Only 1 Cabo da Roca and 1 Cova do Vapor departure authorized at a time. Cabo da Roca at 4000 feet,
Cova do Vapor at 3000 feet. Coordination with Lisboa Approach shall be done initially at start-up request,
and a release must be obtained just before issuing take-off clearance.

Note This strict restriction is due to these flights commonly departing

and returning to Cascais. If more than one flight departs to the
same area, a conflict is very likely to occur, as the entire flight is
done at a constant altitude, instead of the published VFR tunnel
altitudes. These flights also increase the complexity for Lisboa
Approach in relation to other traffic to/from LPPT, easily beyond
the acceptable.

3.3.7 Reduced Runway Separation Minima

Not authorized.

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3.3.8 Go arounds
In case of an instrument approach results in a go around, the published missed approach is the following:

Runway Route Climb

35 Immediate left turn to intercept 3000ft

R-237 CAS. At D6.0 CAS turn
left heading 192 to intercept R-
224 LIS and proceed to EKMAR
holding

17 Turn towards the landing runway 3000ft

and proceed over the aerodrome.
When over the aerodrome, imme-
diate turn to intercept R-237 CAS.
At D6.0 CAS turn left heading 192
to intercept R-224 LIS and pro-
ceed to EKMAR holding

The missed approach procedure crosses the western circuit, with potential conflicts at A and B point and
on all working areas, depending on the aircraft performance and where the initial turn is performed.

Inform Approach and when passing 2000 feet, transfer the aircraft to Lisboa Approach 119.100
(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, as well as with the remaining LPPT traffic.

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.

3.3.9 VFR Helicopters

By omission, helicopters will perform the eastern circuit. Helicopters will often request up to only 500 feet.

Workload permitting, for helicopters destination LPJB Algés, attempt to coordinate with Lisboa Tower a
release such that the helicopter reports on final with Cascais Tower.

Otherwise, helicopter procedures are identical to fixed wing aircraft procedures.

3.3.10 Heliports
CASCAIS HOSPITAL LPHC

VFR Medical emergency flights. Approach Direction: 346º / Take Off Direction:166º

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

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3.3.11 Radar
Cascais Tower is equipped with radar based surveillance, which is used to help provide separation, traffic
information and assist in situational awareness. Due to the entire CTR sitting below the Minimum Radar
Vectoring Altitude, it is not possible to use it to provide radar vectors.

Except for traffic in the circuit, all departing and arriving traffic should be radar identified as soon as
possible. Departures shall have their data tag transferred on handoff.

3.3.12 Phraseology
3.3.12.1 Circuits

ATC Aircraft

[callsign] [wind] [runway] cleared for take off

Sevair 327 wind 320 degrees 26 knots runway 35

cleared for take off.

[Readback]

[Downwind report]

Sevair 327 left downwind runway 35 for full stop.

[callsign] [number in sequence + traffic information]

report final.

Sevair 327 number 1 report final.

Web Academy 221 number 2, number 1 abeam
threshold
GCIXP number 3, orbit abeam tower report
completing orbit

[Readback]
[callsign] [final report]

Sevair 327 on final runway 35

[callsign] [wind] [runway] [clearance]

Sevair 327 wind 310 degrees 28 knots runway 35

cleared to land
Web Academy 221 continue approach
Web Academy 221 wind 300 degrees 30 knots
runway 35 cleared touch and go
GCIXP after touch and go join right downwind
runway 35, wind calm runway 35 cleared touch
and go

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3.3.12.2 Working Areas

ATC Aircraft

[Reaching report]

Sevair 327 reaching Cabo Raso request 1500 feet

and below.

[callsign] [clearance] report for leaving.

Sevair 327 1500 feet and below approved, report

for leaving.

[Readback]

([Traffic information])

Web Academy 221 traffic information C152

proceeding to Cabo Raso 1000 feet

[Leaving request]

Sevair 327 request landing instructions

[Runway in use] [wind] [QNH][Arrival clearance]

Sevair 327 runway in use 35 wind 310 degrees 28

knots QNH 1018, proceed to B point 1500 feet.

[Readback]

[Number in sequence] [joining instruction]

Sevair 327 number 1 proceed to final runway 35.

3.3.12.3 Departure

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ATC Aircraft

Identified [handoff]

Sevair 327 identified, monitor Lisboa Approach

119.1.
CSAVA identified.
CVA contact Sintra Approach 118.6.
Fraction 37F identified, contact Lisboa Approach
119.1.
CSHFP identifed report final to Algés.
CFP radar services terminated, report on the
ground and again for departure.

[Readback]

3.3.12.4 Arrival

ATC Aircraft

[Runway in use] [wind] [QNH] [Arrival clearance]

Sevair 327 runway in use 35 wind 310 degrees

28 knots QNH 1018, proceed to final runway 35
deacend to 1000 feet
. . . Stop descent at 1500 feet join left downwind
runway 17 report breaking away.

[Readback]

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SOP LPCS P39

Appendix A

Callsigns

Code Radio Callsign Company

WEY WEB ACADEMY AWA (Academy)

RVP SEVAIR Sevenair (Airline/Academy)

IFJ IFAJET IFA International Flight Academy

OAV OMNI Omni (Private Jets)

WHT WHITEJET Omni (Airline/Charter)

ONI OMNI TRAINING Omni OATC(Academy)

HIB HELIBRAVO Helibravo (Academy/Charter/Aerial Work)

HSU HELISUL Helisul (Charter/Aerial Work)

CLP CLUB PORTUGAL Aero Club de Portugal (Academy/ Private Aviation)

EAD AEROESCOLA L3 Academy (Academy)

NJE FRACTION NETJETS Europe (Private Jets)

VVV VALAIRJET Valair Jets (Private Jets)

VJT VISTA JET Vista Jet (Private Jets)

AJU AIR JETSUL Air JetSul (Private Jets)

MJT MADJET MadJet (Private Jets)

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