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Qatar OM PART C PDF
Qatar OM PART C PDF
Qatar OM PART C PDF
PART C
ROUTE AND AERODROME INSTRUCTIONS
AND INFORMATION
This Operations Manual is produced by Qatar Airways Flight Operations Department based
on QCAR-OPS 1 regulations and national variants as they apply.
The content of this manual is accepted by the Qatar Civil Aviation Authority, QCAA.
In case of conflict with the applicable national regulations, the latter apply.
Any questions with respect to information contained in this manual should be directed to the
Manager Aeronautical Services.
Qatar Airways
Manager Aeronautical Services
P.O. Box: 22550
Doha, State of Qatar
STRUCTURE OF MANUAL
RH Revision Highlights
1 Meteorology
2 Performance
3 Area Briefings
5 Adequate Airports
6 Airfield Briefings
7 Reserved
8 Reserved
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CHAPTER PAGE NO. REV. NO. CHAPTER PAGE NO. REV. NO.
1 39 & 40 08P
2 13 & 14 08P
1 15 & 16 08P
3 13 & 14 08P
CHAPTER PAGE NO. REV. NO. CHAPTER PAGE NO. REV. NO.
CHAPTER PAGE NO. REV. NO. CHAPTER PAGE NO. REV. NO.
4 27 & 28 08P
CHAPTER PAGE NO. REV. NO. CHAPTER PAGE NO. REV. NO.
5 85 & 86 08P
CHAPTER PAGE NO. REV. NO. CHAPTER PAGE NO. REV. NO.
U/R 6 57 & 58 08P / 08S R/U 6 117 & 118 08S / 08P
CHAPTER PAGE NO. REV. NO. CHAPTER PAGE NO. REV. NO.
R/U 6 141 & 142 08S / 08P 6 201 & 202 08P
R/U 6 145 & 146 08S / 08P R/U 6 205 & 206 08S / 08P
CHAPTER PAGE NO. REV. NO. CHAPTER PAGE NO. REV. NO.
6 245 & 246 08P / 08Q 6 305 & 306 08Q / 08P
6 255 & 256 08P U/R 6 315 & 316 08P / 08S
I N T E N T I O N A L LY L E F T B L A N K
Revision to this Operations Manual shall be made by all authorised users without delay. After
inserting the revision enter the appropriate data in the revision sheet below. The compliance
has to be signed under Inserted By. Revision will be issued at irregular intervals, retain this
revision sheet until officially replaced.
01 18 SEP 2003
02 02 MAY 2004
03 18 JAN 2005
04 02 MAR 2006
05 08 JAN 2007
06 13 JUNE 2007
07 07 JAN 2008
08 13 NOV 2008
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Temporary Revisions to this manual shall be inserted by the authorised user without delay.
After inserting the Temporary Revision enter the appropriate data in the revision sheet below.
The compliance has to be signed under Inserted By. Revision will be issued at irregular
intervals. Retain this Revision sheet until officially replaced.
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REVISION HIGHLIGHTS
5 Editorial Changes
17 Editorial Changes
19 Added : Bahrain to Middle East Area Briefing.
21 Iraq Area Briefing brought forward under Middle East.
3
36 Added : UAE to Middle East Area Briefing.
38 Editorial Changes
91 Editorial Changes
136 Added : ATC - General to Area Briefing.
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REVISION HIGHLIGHTS
I N T E NT I O N A L LY L E F T B L A N K
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TABLE OF CONTENTS
0.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.1.1 Structure and Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.1.2 Warning, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.1.3 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
0.1.4 Metric Wind / Knots / Feet - Minute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
0.1.5 Distance / Liquid / Weights / Pressure / Temperature . . . . . . . . . . . . . . . . . . 11
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INTRODUCTION
0.1 INTRODUCTION
The Qatar Airways Operations Manual Part C is referred to hereafter as the "Route and
Aerodrome Instructions and Information" Manual. It is designed to increase the awareness of
the area into which Flight Crew are flying.
Responsibility for the contents of Route and Aerodrome Instructions and Information Manual,
and their proper implementation, rests with Manager Aeronautical Services.
Jeppesen Airway Manuals contain information concerning aerodrome, procedures and route
applicable to the Qatar Airways area of operations and consists of the following parts :
The following definitions apply to Warnings, Cautions, and Notes found at the beginning of
the briefings :
Warning: Operating procedures, practices, conditions ... etc, which may result in injury or
accident, if not carefully observed or followed.
Caution: Operating procedures, practices, conditions ... etc, which, if not strictly observed,
may damage equipment.
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0.1.3 Abbreviations
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GA Go-around
GMT Greenwich Mean Time
GND Ground
Gnd Svcs Ground Services / Handling
GPWS Ground Proximity Warning System
G/S Glide Slope
GS Ground Speed
H Hour
H24 24 Hour Service
HF High Frequency (3 to 30 MHz)
HI High Intensity Light
Hg Mercury
hPa hecto Pascal
Hrs Hours
Hz Hertz (cycles per second)
IAL Instrument Approach and Landing Chart
IAS Indicated Air Speed
IATA International Air Transport Association
ICAO International Civil Aviation Organisation
IFPS Integrated Flight Planning System
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrumental Meteorological Conditions
in inch(es)
ISA International Standard Atmosphere
ISO International Standard Organisation
KCAS Knots Calibrated Airspeed
kg kilogram
kHz kilohertz
km kilometer
kts knots
L Light
LCTR Locator (Compass)
LD Landing Distance
LDA Landing Distance Available
LDG Landing
LEP List of Effective Pages
LLZ Localizer
LMC Last Minute Changes
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1 2 197 11 22 2165
1.5 3 295 11.5 23 2263
2 4 394 12 24 2362
3 6 591 13 26 2559
4 8 787 14 28 2756
5 10 984 15 30 2953
7 14 1378 17 34 3346
7.5 15 1476 17.5 35 3444
8 16 1575 18 36 3543
9 18 1772 19 38 3740
10 20 1969 20 40 3937
10.5 21 2067
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SYSTEM OF AMENDMENTS AND REVISION
The amended and/or revised parts of the Operations Manual are issued quarterly to all
manual holders. An intermediate update may be released whenever there are significant
changes to the Company documentation.
The manual holder is personally responsible to collect updates of the Operations Manual
from the Flight Operations Library whenever notified.
Note: If discrepancies exist between the aircraft LPC Laptop and issued updates, then
the LPC Laptop supersedes.
The Operations Manual or its applicable parts including the necessary amendments/revisions
are distributed to the authorised users by the Flight Operations Library.
Non-authorised copies shall not be used for the conduct of flight operations.
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SYSTEM OF AMENDMENTS AND REVISION
0.2.5 Pagination
A vertical line indicates revised or newly published text on the pages. It will not be used to
indicate format or page number changes.
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SYSTEM OF AMENDMENTS AND REVISION
0.2.6 Revisions
Issued periodically to cover non-urgent corrections, changes and/or to add new data. They
are accompanied by Filing instructions and an updated List of Effective Pages (LEP).
They are numbered in ascending sequence e.g. 1A, 1B, 1C ... for intermediate revisions
issued between normal revision 1 and 2.
They are accompanied by filing instructions and an updated list of effective pages.
Temporary Revisions (TR), printed on yellow paper are issued to cover urgent matters arising
between normal revisions. They are accompanied by filing instructions and an updated list of
effective TR.
The manual after revision must comply with the List of Effective Pages (LEP), which lists all the
pages that are in the manual. The new pages are indicated by N and the revised pages by R.
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ADEQUATE AIRPORTS
TABLE OF CONTENTS
CHAPTER 1 - METEOROLOGY
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TABLE OF CONTENTS
1.6 AFRICA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
1.6.1 Major Influences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
1.6.2 Winter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
1.6.3 Jetstreams and Upper Winds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
1.6.4 Tropical Revolving Storms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
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WEST ASIA AND MIDDLE EAST WEATHER
1. METEOROLOGY
Cold fronts from West produce cumulonimbus and squall lines over the eastern Mediterra-
nean sectors occasionally reaching as far as Tehran. The Tehran area is also affected by cold
fronts from the North which produce widespread stratus, fog, drizzle and snow.
Warm fronts may affect the routes near and to Tehran. They move from Southeast to North-
west and the warm air comes from the Gulf Area. They produce overcast weather with rain,
drizzle and occasionally snow. East of Tehran and the Gulf Area frontal passages are rare. If
they do occur, they produce layers of stratocumulus and cumulus with scattered thunder-
storms. In the Gulf, fog occurs during this period, but formation is rare before 2:00 A.M., the
worst month being February. Rainfall is in the form of showers or occasional cumulonimbus,
normally of short duration.
Problems with dust haze are negligible, except with occasional squally winds associated with
cumulonimbus.
Jetstreams will be found over the whole area. The main direction is from the west or occa-
sionally southwest. Wind forecasts may be wrong due to the movement of the jet stream
areas. Average strength 60-90 knots with the maximum 120-150 knots.
1.1.1.2. Turbulence
Clear Air Turbulence in connection with the jetstreams. Mountain wave turbulence may occur
over Beirut/Ankara, Tehran and Karachi
1.1.1.3. Thunderstorms
There can be very severe cumulonimbus activity at the change over from winter to summer in
March and from summer to winter in the autumn, with violent thunderstorms and associated
up and down drafts and down bursts. Isolated thunderstorms may occur, especially in May,
they usually have a base of around 6000 feet moving slowly to the Northeast.
Found in the desert region of Egypt, Sudan, Iraq, Iran, the Gulf area and Pakistan. Often
associated with gusty thunderstorms or frontal windshifts, when the surface winds are greater
than 20-25 knots. In these storms the air is ruled with dust/sand particles up to at least 15000
feet. These occur at any time of the year most frequently during spring, summer and autumn.
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WEST ASIA AND MIDDLE EAST WEATHER
Frontal activity over the majority of the routes is generally absent except for weak systems
affecting Istanbul/Ankara. Good flying weather with mostly clear sky. In the Gulf,between
May-July, dust can effect the airports at any time, and strong surface north-west winds (SHA-
MAL) of 20-25 knots can seriously reduce visibility in rising sand and dust. Average visibility
is 3000-4000 metres in dust, but can fall to about 1000 metres for a few hours after the onset
of the SHAMAL, particularly in early June.
Easterly winds from the sea bring patchy fog or stratus at 500 to 1000 feet at Bahrain and
Doha. Generally if Bahrain gets fog so will Doha; Dubai generally gets more fog than Bahrain,
Northwest winds from sea can result in fog at Dubai.
Land breeze from the west-south-west and sea breeze from the east-north-east can be pro-
nounced during summer and autumn.
NOTE: During summer, rapid cooling at the surface after sunset can produce a marked
inversion above 400 feet, and pilots should be alert to the associated problems, as
seen in the following example:
July:
Jetstreams are absent over the routes. Light westerly winds becoming variable in the Gulf
Area and N-East to S-East towards Karachi.
Practically no turbulence due to lower wind velocities. However, the approach path to aero-
dromes in the Middle East and Gulf desert areas are subject to sometimes very strong wind-
shears and/or inversion.
Moving in from the Arabian Sea they may very occasionally affect the Karachi area.
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They ITCZ may reach as far as Karachi in midsummer but not every year.
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METEOROLOGY
EUROPEAN WEATHER
The weather is determined primarily by its situation in relation to the Icelandic low, and
Azores high and the alternating high and low pressure systems of Asia. The general drift of
weather is from west to east and the absence of any pronounced north to south mountain
barrier enables cyclonic systems from the Atlantic to penetrate far into the continent. This
region is therefore one of transition between oceanic and continental conditions, the latter
becomingly more dominant towards the east and south-east.
To the north of the British Isles into the Barents Sea and thence into north Russia.
From Iceland southeastwards to the Baltic Sea and thence to western Russia.
The areas to the south of the tracks are affected principally by the fronts of the depressions
and by alternate warm and cold air masses. A common situation occurs with a low over north-
ern Russia and the cold front trailing across Poland to central France. On approaching the
Alps, the cold front often slows down and gives rise to a wide belt of cloud and rain. Waves on
the front may develop into small but vigorous lows which move rapidly east-north-east.
Sometimes the main low to the northeast becomes very deep and a broad current sweeps
over Western Europe, carrying the cold front through to the Mediterranean.
Occasionally lows develop over the continent itself, more especially in summer and in a moist
unstable air mass. These thermal lows give much rain and thunder with extensive masses of
cloud, but outside the rain areas the clouds are usually isolated.
Another type of low develops chiefly in winter and spring between the Alps and the middle
Danube in association with warm moist air spreading northwards from the central and east-
ern Mediterranean.
The warm front is better defined in the upper levels than at the surface but it gives rise to
extensive low cloud over Germany and Poland, possibly extending to the Low Countries and
even to eastern England Precipitation is also widespread and may reach the ground as snow.
a) Extensions of the Azores high -these consist of tropical air and occur mostly in summer.
b) Extensions of the Siberian high, consisting of polar continental air and occurring chiefly in
winter and early spring.
c) Those which approach from northwest following a cold front associated with a depression
over northern Scandinavia or Russia. These consist of polar maritime or even Arctic air
and occur in all seasons.
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EUROPEAN WEATHER
Whereas anticyclones of type (c) are usually migratory, those of (a) and (b) often persist for
several days or even weeks.
1.2.3. Winds
Great variability in both speed and direction is found at all levels although the prevailing direc-
tion is westerly. Periods of easterly or northeasterly winds are usually associated with a west-
ward extension of the Siberian high. The westerlies generally increase with height; at about
30,000 feet in the jet streams, the axis of which are often situated parallel to the surface fronts
but displaced a few hundred miles towards the cold side, speeds of well over 100 knots are
common. Winds in summer are generally lighter than in winter.
With the prevalence of Cyclonic activity in winter (especially in the west and north) and of
convection in summer, there is much cloud and rain throughout the year. The mean cloud
amount varies only from about 6 oktas in winter to 5 oktas in summer and shows little varia-
tion geographically, but the annual rainfall decreases steadily from about 1,000 millimetres in
the extreme west to less than 500 millimetres in the east, except for the increased falls which
are to be expected on high ground.
Away from the western coastal strips where most rain falls in winter, the wettest period is usu-
ally late summer or -autumn and the driest period late winter or early spring. Precipitation is
liable to fall as snow during the winter months, more especially in the east and southeast
where the ground may remain snow-covered for long periods.
1.2.5. Visibility
The greatest difficulty for aviation in Europe is the high frequency of fog and very low cloud.
Both of these occur readily in air masses of maritime origin, little cooling being required to
produce condensation. The fog may become widespread and dense in anticyclonic condi-
tions and is aggravated by smoke in industrial areas. In summer, fog is infrequent except over
the sea and coast where it drifts on-shore. Cloud on the surface of hills is liable to occur at
any time of year.
The 0C isotherm in winter is often at or near the surface, especially in central and Eastern
Europe. Combined with the large cloud amounts, this results in high frequency of conditions
favourable for airframe icing. Even in summer the risk remains high. Severe conditions occur
when an unstable maritime air mass passes over a coast or over hilly country with the forma-
tion of extensive convective clouds. This may occur for example over northwest and central
Germany with an air supply from the North Sea. Icing is also likely to be severe in a mass of
warm front cloud which develops instability on approaching a mountain range.
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1.2.7. Fog
Fog is the critical weather feature at Frankfurt, London, Milan, Munich, Paris and Manchester.
The worst period for fog is from mid September to mid October, but this often extends to mid
December.
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SOUTH ASIA AND THE FAR EAST WEATHER - 1
Fine weather season. Generally cool and dry. Generally less than 2/8 of cloud. Some excep-
tions are: -
The southern part of Malaysia and Singapore are still affected by frequent towering cumulus
and thunderstorms with heavy showers.
1.3.1.2. Sumatras
Heavy squalls mostly active late in the night to early morning will be found in the straits of
Malacca in spring/summer and autumn. Singapore has an average of 404 thunderstorms per
year.
December to March are the months of greatest jetstreams activity. Main axis north of Karachi
-New Delhi, Kolkata- north of Yangon. Average strength 60 knots weakening towards
Rangoon/Bangkok maximum around 100 knots. On the route from Colombo to Singapore the
upper wind is normally from east to southeast between 10-20 knots.
1.3.1.4. Turbulence
Clear Air Turbulence associated with the jet stream, light to moderate.
Occasionally a depression from the Mediterranean area may move across India, south of the
Himalayas giving thunderstorms and northwest surface winds up to 50 knots, in the region of
Kolkata. They are called the "NORWESTERS Tropical Cyclones have a secondary peak in
May and may be found in the Bay of Bengal.
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SOUTH ASIA AND THE FAR EAST WEATHER - 1
This is the monsoon season monsoon means seasonal. A monsoon is a main wind flow that
persists for a long period and then undergoes a complete reversal with change of season.
Winds result from the effect of uneven seasonal heating between the large landmass of Asia
and warm Equatorial Seas. Summer monsoons blow towards low pressure over the heated
land. Winter monsoons from high pressure over the cooled land.
The Southwest monsoon advances over Southern Indian Peninsula & Sri Lanka between
25th and 31st May every year. The monsoon advances in the form of two branches known as
the Arabian Sea Current and the Bay of Bengal Current. The advance of the Inter Tropical
Convergence Zone or the Intertropical Front over the latitudes of India is known as the
advance of the Southwest monsoon. Normally the advance of the Southwest monsoon is her-
alded by thunderstorms when the equatorial maritime air replaces the continental air. The
ITCZ advances as far as 27N parallel and the entire India is in the grip of Southwest mon-
soon by the 15th of July when the axis of the Inter Tropical Convergence Zone is located from
the Northern parts of Rajasthan across the Gangetic plains into the head bay of Bengal.
Along the axis of the trough thundery precipitation is the characteristic feature throughout the
season. Whereas the latitudes of Bombay is characterised by steady showery precipitation.
The inter tropical front or the Intertropical Convergence Zone is the boundary along which the
trade wind currents of both hemispheres converge. Its position varies with the season, being
located approximately 10 degrees South in January-February and 5 degrees North in July-
August. The monsoon and the mean position of the ITCZ reaches Colombo and Singapore at
the beginning of May, Bombay and Bangkok about 34 weeks later. The Inter Tropical Con-
vergence Zone retreats again during October (BOM/BKK) and early November (CMB/SIN).
The Inter Tropical Convergence Zone consists of squalls with cumulus and CB activity over
an area of 100 NM or more in width. Top of CBs 50-60000 feet. Best flying altitude can some-
times be FL280-300 below the widespread anvil.
West Coast of India (Bombay), Trivandrum and Sri Lanka get heavy rainfall under the influ-
ence of the Arabian Sea branch of the Southwest monsoon. In fact the period of May / June
are the peak period of rainfall activity. Similarly in this period (July / August) Eastern prov-
inces of India namely eastern parts of Bihar, West Bengal (Kolkota) and Bangladesh (Dhaka)
come under the influence of the Bay of Bengal Current of the Southwest monsoon.
During July and August intense low pressure systems called monsoon depressions originate
over the head bay of Bengal and travel in West to North-westerly direction ushering rainfall
along their tracks. These depressions cause widespread rainfall over India. When a monsoon
depression moves Northwest from the head bay and located near Central India, Bombay
experiences very heavy rainfall associated with squally weather.
Even though the activity of the Southwest Monsoon season extends from June to September,
the whole season is not one of continuous rainfall activity. Barring the monsoon depressions
which cause heavy rainfall along the path in which they travel, the rainfall activity in general
over the India Sub-Continent also depends very largely upon the position of the monsoon
trough.
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SOUTH ASIA AND THE FAR EAST WEATHER - 1
When this trough occupies a more northerly position it is known or called a Weak or Break
Monsoon condition. The Weak or Break Monsoon occurs when the whole country is under
the Westerly wind sweep. This can be seen when the Bay of Bengal branch of monsoon is
not affecting the northern parts of India and when there is no easterly wind flow to the north of
the axis of the monsoon trough.
During such situations, the rainfall pattern over the country undergoes a striking change. The
regions of the Himalayas get very heavy rainfall. The northern parts of Assam get very heavy
rain and the rivers in the northeast regions become flooded. The rainfall activity generally
decreases over the rest of the country. Cloud coverage is lesser during such periods and as a
consequence, the temperature rises. Pressures also rises phenomenally over the central
parts of the country. However, there is an increase of rainfall more of thundery activity over
the interior parts of the South Peninsula. In fact, Madras gets thundershowers during such
spells.
The monsoon precipitation occurs in the form of pulses or waves over Bombay. Series of
cloud patches move inland from the sea causing heavy showers over a short period followed
by short breaks. During cloud bursts the visibility reduces below 800 metres. Within a short
while the visibility improves well over 3 to 4 kilometres. Occasionally it rains very heavy con-
tinuously over three to four hours. Generally the intensity of rainfall is heavy during the night
and early morning hours. During the active monsoon period very strong surface winds gust-
ing to 30 knots exceeds crosswind condition limits. Approach to RWY 27 will be very bumpy
and runway breaking action poor.
The months of October, November and December are called the North East monsoon sea-
son and is confined to the East of India. In this season East Coast of India and Bangladesh
are very vulnerable to cyclonic storms.
1.3.2.1.3. Colombo
Colombo receives rainfall during the Southwest monsoon and the east coast of Sri Lanka
during the Northeast monsoon season but Colombo Airport receives more rainfall during the
Southwest Monsoon Season.
1.3.2.1.4. Delhi
During July and August Delhi Airport experiences heavy thunderstorm activity and some-
times dust storms.
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1.3.2.1.5. Chennai
Generally Chennai is a fair weather airport throughout the year except during the months or
October and November, with a cyclonic storm close to the coast. Convective thunderstorms
are common during the months of March, April and May due to tropical heat. Because of the
geographical features of the West Coast rainfall in the rest of the Southern Peninsula gradu-
ally decreases from West Coast to East Coast. Chennai Airport is on the East Coast can
therefore be used as a suitable alternate to Colombo, Hyderabad and Bombay during the
peak monsoon months.
The Southwest monsoon withdraws from North India by the middle of September. When the
Inter Tropical Convergence Zone passes through the latitudes of 15 to 10 North, cyclonic
storms originate in the Bay of Bengal and move in a north-westerly direction during the
months of October and November. These storms are severe in intensity and strike the East
Coast of India. Chennai is very much vulnerable for these storms to strike. Sometime the eye
of the storm could pass through Chennai City resulting in surface winds of 100 to 120 knots
accompanied by very heavy rain bringing hazardous weather to Chennai Airport. It is advis-
able to skip Chennai Airport when a storm is centred about 50-100nm off the coast of Chen-
nai. The Northeast monsoon affecting the coast of India ceases by the end of December.
There are two main wet seasons associated with the passage of the sun north and south
across the equator, but there is no really dry season. There is much convective cloud, and
rain falls in heavy showers with frequent thunderstorms. Both temperature and humidity are
high and almost uniform throughout the year. The most unpleasant months are March and
September.
Westerly jet stream activity is absent. An easterly jet stream may occasionally be found over
the Rangoon/Bangkok track. Generally light winds with variable direction East to Southeast.
Somewhat stronger towards Singapore, up to 30 knots.
1.3.4. Turbulence
In the monsoon you may encounter anything between lights to extreme turbulence. Do not fly
into CB's. Circumnavigation with radar is always possible. Avoid adverse weather gener-
ously.
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The thunderstorms (CBs) seldom last longer than 30-40 minutes over an aerodrome, giving
heavy rainfall with visibility well below landing minima. Delay your landing or take-off. The
lowest frequency of occurrence is during the period 0600 Local time to noon, the maximum
in the late afternoon and night. Tropical cyclones occur most often in this season and will be
found in the Bay of Bengal. They approach the bay in a westerly direction across the Malayan
Peninsula; they change to a northerly direction reaching the Bay of Bengal and frequently hit
the land South- East of Kolkata (Bangladesh) with devastating effect.
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Cold and dry air moves from the Asiatic High over the warm South China Sea. Small sharply
defined cumuli are formed, tops 4000 to 6000 feet. Fair weather prevails in the Philippines
and the South China Sea. From December to February early morning fog is prevalent over
Indochina, Thailand and Burma. The visibility is restricted to less than two miles. It starts 3
hours before and lasts until 2 hours after sunrise. Towards spring fog also persists at Hong
Kong (May/April). In the northern area the weather is characterised by the Polar front pene-
trating often as far South as 20 degrees North. The direction normally is northeast to south-
west, it separates the cold air of Asia from the warm air of the western Pacific. Arctic fronts
may form and tropical cyclones develop along these fronts, travelling northeast and may pass
over or near South - East Japan interrupting the normally good flying weather. In the North of
the Japanese Islands the winter brings a large amount of precipitation with frequent snowfall.
Two jetstreams are found in the area. The Polar jet stream between Korea - Tokyo and the
subtropical jet stream between Hong Kong and Okinawa. The two streams may mix together
from Kagoshima to Tokyo. Average westward component about 70 knots. Core velocities
may reach a maximum of over 200 knots. Between Thailand - Hong Kong and the Philip-
pines light westerly winds prevail.
1.4.1.2. Turbulence
Clear Air Turbulence in connection with the jetstreams is quite common (moderate- heavy).
Very rare in this season Occasional cyclones in connection with the polar front.
The ITCZ appears again in the southern part of the region (up to approximately 22 degrees
North). The Polar front moves well to the North of Japan. Thus the maritime tropical air-
masses invade the area and the summer starts. July is very hot and humid. The months of
September and October are a transitional Period between the wet summer and dry winter.
During October the characteristic winter circulation over East Asia, with the Asiatic High, the
two jetstreams and the Polar front is re-established.
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Jet stream activity is absent, but reappears in September/October. Upper winds from east to
southeast 20-50 Knots between Bangkok/Hong Kong/Manila becoming westerly 10-30 knots
towards Tokyo.
1.4.2.2. Turbulence
See before (Winter). Can be found within the monsoon and of course in the vicinity of a
typhoon.
Typhoons are observed during this season, being most prevalent from July to October
A tropical cyclone consists of a rotating mass of warm humid air normally between 200 and
1000 miles in diameter. The atmospheric pressure is lowest near the centre, and will be less
than 990 millibars in a tropical cyclone that has developed to typhoon intensity In the northern
hemisphere the winds of a Cyclonic circulation spiral inwards towards the centre in an anti
clockwise direction. In the southern hemisphere the rotation is clockwise.
Well-developed tropical cyclones have widespread areas of thick cloud extending to great
heights together with bands of torrential rain and very violent winds. The strongest winds,
which may reach 200 knots, blow in a tight band around the eye of a tropical cyclone, a cen-
tral region of light winds and lightly clouded sky, usually circular or elliptical in shape and
ranging from a few miles to over 80 miles in diameter. Winds diminish rapidly with distance
from the wall of the eye and it is rare for winds to exceed 60 knots more than 50 miles from
the centre. Although the winds in the wall of the eye frequently exceed 100 knots, the whole
system moves at a much slower speed. Near Hong Kong a typical movement would be
towards West North West at about 8 knots, but other directions and speeds are common. The
term tropical cyclone does not imply any particular intensity. The most intense are typhoons,
which are equivalent to hurricanes in the Atlantic and cyclones in the Indian Ocean. By inter-
national agreement tropical cyclones occurring in the western Pacific and the China Seas are
classified according to the maximum sustained wind speeds within their circulations, as
shown in the table below.
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* The figures in the last column do not form part of the international definitions and are only
typical of tropical cyclones experienced near Hong Kong.
The physical processes and energy transformations occurring in tropical cyclones are
extremely complex and are not yet fully understood. Essentially, a tropical cyclone is a vast
heat engine where the primary source of energy is the latent heat of condensation that is
released when rain forms in ascending moist air. The heaviest rain occurs in relatively narrow
spiral bands and especially in a tense ring surrounding the eye, where tremendous amounts
of heat are released. It has been estimated that the efficiency of a tropical cyclone as a heat
engine is only about 3%. Even so, the amount of mechanical energy generated by an aver-
age tropical cyclone is of the order of half a billion kilowatt - hours per day. If this mechanical
energy could be converted into electricity if could, in only one day, provide about 150 years
supply of electricity for all of Hong Kong (at the rate consumed in 1969). The latent heat
released is the primary cause of the warm core which forms in a tropical cyclone. Since the
warm air in the core is lighter than its surroundings, the surface pressure there is lower.
These differences in the surface pressure produce the familiar pattern of circular Isobars. Air
starting to move towards the centre of low pressure is deflected by the rotation of the earth
and spirals inwards. Note that tropical cyclones do not form on the Equator, where the earth
has no vertical component of rotation.
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The above description, although far from complete, explains the general process which main-
tains the circulation of a tropical cyclone. The question of how they form and develop is more
difficult to answer, but three necessary conditions are explained below. As the main driving
force comes from the latent heat released when water vapour condenses, a large source of
warm, moist air is required. This is to be found over warm tropical seas, and a sea surface
temperature of over 26 degrees Celsius has been found to be one of the necessary pre-con-
ditions for the formation of a tropical cyclone. As the circulation develops, the winds whip up
the sea and the spray becomes an efficient means of feeding moisture into the air. Even
though the sea may be warm a tropical cyclone will not form unless other conditions are sat-
isfied. In order to produce sufficient latent heat for the circulation to grow, it is necessary for
rain to develop over a very large area. For this to happen the air at low levels must converge
inwards on a large scale. Although the air near the surface may be converging towards the
centre of a circulation, art rising up in the warm moist core, the system will still not develop,
and the central pressure will not do very much, unless the rising warm air moves away from
the region at the top of the circulation. For this to happen, it is necessary to have a loft, an
anticyclone, or divergent flow, superimposed upon the convergent flow at the surface. The
existence of this high level divergent flow is a third condition for tropical cyclone development.
Warm moist air is the source of energy. If it is cut off, a tropical cyclone will weaken rapidly.
This occurs when the circulation begins to move inland or over cool seas, or if cold dry air is
drawn into it. The latter situation sometimes arises in the autumn when a surge of cold air
moves S across the China coast, and is fed into a tropical cyclone centred over the South
China Sea.
Tropical cyclones can occur over the West Pacific and the South China Sea at any time of the
year, although there are over 30 times as many in September as in February. The majority
occurs in the summer and Autumn, with a pronounced maximum in August and September.
No tropical cyclone has been known to cause gales in Hong Kong during the months Decem-
ber to April. The South coast of China experiences more than 5 times as many tropical
cyclones as the most vulnerable part of the coast of Florida. Many tropical cyclones form
over the Pacific to the East of the Philippines. They generally start moving towards the West-
North/West in low latitudes but often recurve and move towards North East somewhere
between latitude 15 degrees North and 30 degrees North. The figure shows typical tracks of
tropical cyclones.
On average 5 or 6 tropical cyclones, threaten Hong Kong each year and necessitate the
hoisting of Number I local signal. One of these comes near enough to cause a gale with
winds of 34 knots or more. Gales due to tropical cyclones have been known in Hong Kong as
early as 19th May and as late as 23rd November. About once in every 10 years the centre of
a fully developed typhoon passes sufficiently close to cause winds of hurricane force with
speed of 64 knots or more. Although tropical cyclones weaken over land they generally do
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not die out completely for several days. They usually cross the Philippine Islands with only a
slight loss of intensity and have been known to travel hundreds of miles across the mainland
of China.
Tropical cyclones can be located and their intensity determined in a variety of ways. On a
weather map the centre of a tropical cyclone can be located from the pattern of winds or from
the distribution of barometric pressure. At the Royal Observatory, weather maps are prepared
every 3 hours and this normally enables the movement and development of a tropical cyclone
to be determined. For this to be done effectively a large amount of information must be col-
lected. In 1969 about 6000 observations were received every day from land stations and over
700 from ships. In addition about 500 upper-air observations were obtained from balloon
borne instruments in various countries together with numerous reports from aircraft. Never-
theless there were often large blank areas in some remote parts of the Pacific with no infor-
mation whatsoever. More direct methods of locating tropical cyclones have been developed
in recent years. Weather satellites now orbit continuously around the world taking photo-
graphs of the earths cloud cover during the day and measuring the radiative temperature of
cloud tops at night. Some American satellites transmit these pictures for reception and direct
readout at ground stations, and several pictures are received each day by the Royal Obser-
vatory. These pictures show the cloud structure of weather systems and can aid in determin-
ing the position and intensities of tropical cyclones.
Specially equipped U.S. Navy and U.S. Air Force reconnaissance aircraft fly into tropical
cyclones and locate their centres with radar and other instruments. Sometimes as many as 4
flights are made each day. The observations are widely disseminated and make an invalu-
able contribution to the tracking of these weather systems. Surface wind speeds reported by
these aircraft are estimated from the appearance of the sea and in the past have tended to be
appreciably higher than wind speed reported by ships or island stations.
When a mature typhoon comes within 240 nm of Hong Kong its position may be determined
with great accuracy by the Observatory's meteorological radar. This shows the pattern of rain
which generally occurs in spiral bands, and quite often the eye of a tropical cyclone, which is
free of rain, can be located and tracked. Due to curvature of the earth the radar at its extreme
range can only detect rain that is more than 12 kilometres above the earths surface. Unless
the tropical cyclone is well developed there will be no rain at such a high level and the range
at which the centre can be located will be reduced. However typhoons and severe tropical
storms can normally be seen at maximum range.
Throughout the day and night incoming info is checked plotted and analysed at the Central
Forecasting Office of the Royal Observatory. Not infrequently the forecast is confronted with
conflicting reports or a lack of info from a vital area. In particular ships avoid areas affected by
tropical cyclones and as warnings become effective fewer ships reports are received from
these areas.
Having located the centre of a tropical cyclone, and evaluated its intensity the forecaster then
determines its probable future movement and development. Several objective statistical and
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dynamic methods are used at the Central Forecasting Office. Additionally forecast charts pre-
pared by electronic computers in meteorological centres at Tokyo and elsewhere are used.
The products of these various methods are compared and the results modified subjectively
to-produce a final forecast. For many reasons these methods cannot be precise in recent
years the average error of the forecast position 24 hour ahead has been about 100 miles.
This was reduced to 90 miles in 1968 but an error of this magnitude can still sometimes mean
the difference between anticipated widespread destruction and no damage at all 10 a region
as small as Hong Kong.
The republic of the Philippines consists of an Archipelago of over 7000 islands in the Western
Pacific between 40 and 210 North. The largest islands are from North to South Luzon,
Samar, Leyte, Panay, Palawan and Mindanao. All the larger islands are mountainous. Many
mountain ranges rise to 10,000 feet.
The southern islands have an equatorial climate with significant rain all year round. The cen-
tral and Northern islands have a tropical monsoon type of climate similar to Indo-China. In
most areas the wettest time from July to October when the wind system of the western pacific
is influenced by the monsoonal influence of the Asian continent. Winds are south westerly to
south-easterly.
Rainfall is particularly heavy in the period August to October when much of it comes from
tropical cyclones called typhoons in the South China Sea. Most of these typhoons produce
very high wind speeds and torrential rain. Most of them develop east of the Philippines and
move westwards into the South China Sea.
Annual rainfall is over 40 inches (1000 mm) almost everywhere and where warm, damp
Pacific air is forced to rise over coastal mountains rainfall often exceeds 160-200 inches
(4000 -5000 mm)
1.4.3.2. Thailand
Thailand, previously known as Siam, in Southeast Asia is about the same size as France. It is
bordered by Burma on the north and West by Laos and Cambodia on the east.
Situated between 60 and 200 north the country has an equatorial climate in the extreme
south (Phuket) while the centre and the north a tropical monsoon climate similar to Burma.
The north is hilly and even mountainous with land rising over 7000 feet.
Most of Thailand has abundant, but not excessive rainfall and this is largely confined to the
months of May to October. During this season the weather is dominated by the southwest
monsoon blowing from the Indian Ocean and bringing warm humid air and much cloud.
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This region has an equatorial rainy climate, except near Darwin where there is little rain from
May to September.
In January, the Northeast monsoon reaches the area after a long sea track. This sea track
breeds instability, which after crossing the Equator becomes the North Westerly monsoon of
Northern Australia.
In July, Australia is in the sub-tropical high-pressure region, which gives southeast trade
winds blowing from the continent towards Indonesia. On crossing the equator these become
the South West monsoon in Indonesia.
The weather consists of frequent large CB and TS giving much heavy rain. Marked differ-
ences exist due to the topography of the many islands in Indonesia. Land and sea breezes
are a consideration for pilots.
In winter the Southeast trades that originate over Australia are dry and dusty. Haze is com-
mon with rain below 5S.
The wettest period occurs when the inter-tropical front is in the vicinity.
Tropical storms (Cyclones) originate in the Timor Sea and generally move Southwestwards
before turning towards Northwest Australia. Heavy rain and strong winds accompany these
cyclones.
1.5.2. Australia
July sees the influence of the sub-tropical high into the region, except for the South East and
South West, the weather is mainly dry with clear skies. The traveling lows pass to the south of
the region giving troughs and secondary depressions. This disturbs the weather, giving rain
and orographic cloud over the hills.
As spring approaches the pressure systems move further south and the disturbances gener-
ally miss the region, giving clearer weather. As the land heats up CBs start to form, the sum-
mer (North east Monsoon) starts to infiltrate the region brining moisture and instability. The
Intertropical front moves south to approximately 15S in January.
During the summer the thunderstorms and heavy rain fall, this is however confined to the
Northern part, the rain reduces towards the interior.
The central region is arid and cloudless all year. The sub-tropical high consists of a series of
eastward moving anti-cyclones separated by cols and troughs.
The southerly busters are the dry gusty winds that blow from the interior, giving large temper-
ature rises and near gale-force winds.
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The moist northerly stream may blow down the eastern side of a trough of low pressure which
extends southwards over the continent ("tropical dip" situation), usually during the summer
months. On other occasions, a moist northerly stream will be associated with a weak ridge
along the Queensland coast, or down the West Australian coast on the western side of an
anticyclone.
An easterly stream occurs in the northern sector of an anticyclone situated to the south of the
continent, or the southern sector of a depression situated to the north of the continent. There-
fore much of northern Australia is under the influence of easterly stream weather (southeast
trades) for most of the year. Southern Australia will usually only be affected by an easterly
stream during the summer months, except for the 'east coast'
The dry northerly stream is of continental origin and occurs in association with the leading
sector of a depression, centered to the south of the continent, and with the western sector of
an anticyclone situated over eastern Australia or in the Tasman Sea. It is usually only rela-
tively short-lived, affecting areas of southern Australia for up to three days at a time. During
summer, it will be hot and dry. Instabilility will exist in a very thin layer at the surface due to
the intense surface heating. If the winds are strong, and surface conditions dry, then local or
even widespread dust storms may result. During winter, the stream will be cold and dry, and
thus extremely stable.
Southerly streams vary greatly in their characteristics, they rely entirely upon their origin to
determine their characteristics.
The colder the stream and the more violent the weather associated with CU. A typical south-
erly stream is one which originates from near the continent of Antarctic This stream is associ-
ated with deep, complex depressions during late autumn and winter. Even though this stream
produces extremes of weather, these conditions rarely last for more than a day at any one
particular place. During the summer months, there are occasions on which a mild, southerly
stream will affect southern Australia. This stream is associated with the western edge of a
depression in the Tasman Sea, and the eastern edge of an anticyclone over the Indian Ocean
during summer. This stream will produce almost completely fine weather, and will be more
prolonged than the southerly stream which occurs during winter.
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A westerly stream is usually located on the southern side of an anticyclone situated over cen-
tral Australia This situation usually occurs in winter, and the westerly stream may exist
between the cold fronts associated with depressions to the south of continent. The pressure
gradients are often steep, giving rise to strong to gale force winds. These winds will often last
for many days.
1.5.4. Airmasses
The Australian continent is influenced by three air masses, Tropical Continental, Tropical
Maritime and Polar Maritime.
This air mass originates in the arid region of central and western Australia. In summer, the
displacement of the sub-tropical high-pressure belt south causes the driest of this air to be
located over the southern section of the continent, west of 135E. To the north, as a result of
inflow of moisture from the east, the air mass is moist and accompanied by conductive pre-
cipitation.
In winter, north of 30 South the air mass is accompanied by clear skies. The Tropical conti-
nental airmass is associated with:
The leading edge of a depression whose centre is located to the south of the continent.
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This air originates in either the Pacific and Indian Oceans, with the former being the most
likely source. In winter, the air is stable on the eastern edge of the Indian anticyclone and
consequently the air mass that invades Western Australia is relatively cool and convectively
stable. In contrast, the air that invades eastern Australia and/or New Zealand is warm, moist
and convectively unstable. When this air mass is subject to frontal or orographic lifting, mod-
erate to heavy precipitation results.
In summer, the convergent flow towards the low-pressure belt across northern Australia pro-
duces an unstable air mass. The continental heating over this area contributes to instability.
This air mass is associated with the heavy summer convective precipitation of northern Aus-
tralia Between 30S and 40S the air is more stable, however, heating over the New Zealand
land mass will again result in precipitation.
The eastern sector of a trough of low pressure extending southwards over central Austra-
lia during summer.
The southern half of an anticyclone situated over the continent during winter.
The northern and western sectors of an anti-cyclone centered in Tasmania.
The extensive oceanic region south 40S is the source of this air. It is characteristically cool
and moist. The stability of the air depends on the direction of the flow and the nature of the
circulation. When the air flows northwards in a strong cyclonic flow the mass is accompanied
by showers and Cu type clouds. However, when the flow is southwards around a pronounced
anticyclone, the mass is associated with stratus cloud and rain during winter, the Polar Mari-
time invasion accounts for the greater proportion of precipitation in south Australia and New
Zealand. Polar maritime air masses are associated with southern and western sectors of
depressions central to the south of Australia.
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The average season for tropical cyclones in the Australian region starts in November/Decem-
ber and continues to March/April. The months of greatest activity are January, February and
March, while for the Northern Region December is also an active month. Most cyclone occur-
rences are in ocean waters and coastal areas between 15 S and 20 S and activity in this
latitude belt seems to transfer from east to west as the season advances. Cyclones in the
west tended to track close to land more than they do in the east.
An apparent increase in tropical occurrence in the Australian region since the early sixties
can be mainly attributed to improvement in detection after weather satellites became opera-
tional.
The quality and type of tropical cyclone data has improved over the years with the increase in
the observational network, the use of radar and aircraft observations and, most importantly,
with the understanding of weather satellite imagery.
The polar tropopause is present over the southern part of this route, normally near 200mb. In
the region of the jet streams the height of the tropopause changes abruptly, occasionally the
tropopause overlap
The sub-tropical jet stream is normally present over Australia in winter. Its core is normally
found in lat. 25-28" at a height near 40,000 ft., where the winds average 80-90 kts in July, but
may be much stronger. Westerlies prevail up to and beyond 50,000 ft., but are lighter.
In April and October the strongest winds are still in roughly the same position, but they are a
little lighter. In January the strongest winds are still near 40,000 ft. but they are lighter still and
are found in the extreme south.
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1.5.8.1. Adelaide
Adelaide has a temperate climate with cool to mild, wet winters and warm to hot, dry sum-
mers. Rainfall in Adelaide is distinctly seasonal, 77 per cent of falling during April to October.
The rain is generally brought by unstable westerly airstreams. There is no pronounced diur-
nal tendency for rainfall; its occurrence is equally likely at all hours of the day.
Visibility is seldom bad, although conditions become marginal in both ceiling and visibility due
to frontal activity or, in summer, dust storms.
Marginal conditions occur mostly in July between 1700 and 2300 UTC
Fog occurs chiefly in the morning during late autumn, winter and early spring.
Winds from October to March are predominately from the Southwest quarter. In the other
months the winds are mostly northerly.
1.5.8.2. Brisbane
Thunderstorms occur with a frequency of about 35 per year, mainly in the summer months.
Occurrences of marginal weather conditions are mostly due to shower activity; this is espe-
cially true during the rainy season (summer). Fogs may occur in any month but the frequency
is highest in the May-September period.
Only in July are ceilings and visibility reduced to below 500ft and l000m to any appreciable
extent through all hours of the day, and then the fog usually clears during the period from 23
0500 UTC.
Winds are predominantly southwesterly during the period March to September, northeasterly
from October to December and southeast and east during January and February. Wind
speed usually falls in the range of 5-15kts. Strong, gusty westerlies can occur for periods last-
ing up to 48 hours during June-August
From November to April there is a risk of tropical cyclones affecting Brisbane, however, the
frequency is around 5 times in 30 years.
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1.5.8.3. Melbourne
Reduced visibilities and low cloud occur predominately with a wind in the southwest quad-
rant. Fog occurs most frequently between 0300 LST and 0900 LST (1700 UTC & 2300 UTC),
and June is the most fog prone month of the year.
Thunderstorms occur more frequently in the afternoon and evenings, and tend to a maximum
in late spring and summer. Severe wind squalls often accompany summer and late spring
non-frontal thunderstorms.
Winds are predominantly from the south from January through March, from the month
between April and September and from all directions from north through west to south
between October and December.
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1.5.8.3.1. Perth
Winds are chiefly easterly in the morning and southwesterly during the afternoon. Because of
the strength of the easterly winds and afternoon sea breezes in summer and the westerly
winds in winter, Perth is the windiest city in Australia. Moderate turbulence can be expected
in the terminal area with strong easterly winds.
The few occasions of ceiling below 500ft consist of early morning low cloud in summer and
autumn, and some irregular occurrences during the rest of the year. Visibility below 1000m is
more frequent than low ceiling, occasionally in drizzle or rain but mainly because of fog.
As a general observation, fog is most frequent between 2030 - 0630 UTC with durations gen-
erally ranging from half an hour to two hours.
Again, a general rule, fogs commencing before 1500 UTC are not long period fogs, seldom
having durations exceeding about 3 hours. Following is a monthly analysis of commence-
ment and ending times of continuous fog conditions at Perth airport All times mentioned are
Western Standard Time (WST) UTC + 8
1. January
Commencement times ranged from 0200 to 0730. Cessation times covered the same period
(times based on the resolution obtainable with half-hourly reports). Most frequent times of
commencement were after 0500 and clearing was never late than 0730. The maximum dura-
tion observed was approximately 4 hours.
2. February
Commencement times ranged from 0100 to 0800 with clearance from 0300 to 0830. The
most frequent times of commencement were after 0300 hours and the maximum duration
was 4 hours.
3. March
Times of commencement ranged from 0100 to 0900. Times of cessation were from 0300 to
1000. The most frequent times were 0400 to 0700 for commencement and 0600 to 0800 ces-
sation. Maximum duration observed was approximately 6 hours.
4. April
Periods of fog increased in frequency and times of commencement were widely distributed,
ranging from 2130 to 0930 with ending times covering the same period (times given within
the resolution of half-hourly reports). Most fogs commencing before midnight were of short
duration and the maximum duration was 7 hours. The most frequent times of commencement
ranged from 2400 to 0800 and endings from 0300 to 0900.
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5. May
The duration of fog in this month very rarely in excess of 6 hours with most duration under
3 hours. Times of commencement ranged from 2030 to 1000 and it would be factual to say
that on the average during May, the earlier fog forms the earlier it clears. The duration of the
fog, tends to be around 3 hours or less, irrespective of the time of commencement.
6. June
The remarks concerning the character of the duration of fog during May also apply to June.
The maximum duration of the fogs had a duration of less than 3 hours. There was no
apparent bias in starting times.
7. July
This month presented similar aspects to May and June. The longest fog duration observed
was ten hours, but again well over half the observations were associated with durations less
than 3 hours.
8. August
Periods of fog decreased in number and a characteristic duration was not so evident. Well
over half the observations had durations less than 4 hours. The maximum duration was 7
hours and times of commencement ranged from 2200 to 0930 hours. Times of cessation pro-
vided no additional information as these ranged over about the same time in interval. There
was no apparent bias in starting times.
In the foregoing results, it seems plausible that the early times of commencement of fogs dur-
ing the months May, June, July and August were due to the effect of rain during the day pre-
ceding the early forming fog. On the other hand, it is believed that the fogs which formed in
the early morning hours and around dawn are primarily radiation fogs.
9. September
The distribution of commencing times during this month was weighted more towards the
hours 0300 to 0800. However, actual times ranged from 2030 to 0900 and nearly all of the
fogs had durations under 4 hours, irrespective of commencing time. Maximum duration was
7 hours.
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10. October
The most favoured times of commencement ranged between 0300 and 0700 hours, with
durations rarely in excess of 4 hours, irrespective of commencing times which actually
ranged from 2130 to 0800. The maximum duration was 7 hours.
11. November
Again, the most favoured commencing times were from 0300 to 0700, but ranged from 2200
to 0730. Durations were rarely in excess of 3 hours and the maximum was 5 hours.
12. December
Times of commencement ranged from 0030 to 0700. No duration exceed 3 hours, the
majority were less than 2 hours.
1.5.8.4. Sydney
Fogs may occur at any time of the year but the incidence is only one every two to three years
in each of the months October to February, increasing to one or two a month for the remain-
der of the year.
May is the foggiest month. The fogs are mainly confined to the overnight period. Particularly
the early morning hours and rarely persist past mid morning.
Smoke haze will also form on winter evenings in conditions which favour the formation of an
inversion. It clears with the onset of the sea breeze the following morning, but may return in
the evening.
Fronts are most frequent in summer, although they can occur at any time of the year. In moist
SE. Winds behind a cold front and within three hours of its passage, broken scud with a low
cloud base is common.
It is followed later by showers and further scud of up to 8/8 in amount. The 'back north-easter'
which develops ahead of a trough also brings low cloud, but conditions are less severe than
those with SE winds.
Most thunderstorms occur at cold fronts which if active are of the line squall type (southerly
buster) and may persist for periods of up to three hours. Dust with light winds may reduce vis-
ibility.
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1.5.8.5. Auckland
Very low cloud and/or poor visibility (more than 4/8 cloud below 300 ft and/or visibility less
than 1000m) is very rare in summer and spring, but more frequent in other seasons.
In frontal passages, heavy rain may reduce visibility to less than 2000m for 30-60 minutes.
The predominant direction for low cloud/poor visibility is from the north to northeast with a
small maximum of occurrences from the west to southwest Most reported cases occur with
wind speeds less than 20 kts.
Radiation fog occurs on 2 to 3 days in each month from March to September. I usually form
between 15 - l900 GMT and in most cases clears by 21-2200 UTC.
The prevailing wind is south westerly much of the time) and north-northeast (24% of the
time). There is little seasonal variation. In general, the highest frequency of poor flying
weather occurs in the months May to August, with the period around sunrise the worst.
1.5.8.6. Christchurch
Fog is reported at the airport on an average of 44 days each year, occurring most often dur-
ing the period autumn to early spring. Those which occur during winter tend to persist longer
than at other times of the year.
Fog that forms in the evening often lifts or clears by midnight, but may form again before
dawn. Despite the amount of smoke in the air in winter, radiation fogs seldom if ever form
when the relative humidity is appreciably below 100 percent. Sea fog or very low stratus from
Pegasus Bay and fog that has formed over the Walmacariri River may be advected over the
field, but it usually lifts clear of the ground as it does so. Fog advected from the Lake Elles-
more area to the south of the airport, although uncommon, is less likely to lift off the ground.
Low cloud in amounts greater than 4 oktas is usually associated with one of the following
types of meteorological situation:
A ridge of high pressure to the east and southeast of Christchurch with a northeast flow
over the sea and, usually northeast to east surface winds at the airport.
The cloud ceiling is generally above 800ft (240m) and only very occasionally below 300ft
(90m).
An indication of low cloud and/or poor visibility occurring simultaneously for specified wind
speed and direction is given in the following points:
There is almost complete absence low cloud/poor visibility, in all seasons, with winds
from the southeasterly quarter and from the northwesterly quarter.
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Low cloud and/poor visibility is likely to occur when the wind is between 060 and 090,
and between 200, and 230 with wind speeds less than 20 knots.
With wind speeds over 20 knots almost all the occurrences of low cloud and/or poor visi-
bility are to be found in the south to Southwest wind directions.
The prevailing wind directions are northeasterly (19.9 percent of the time), easterly (17.8
percent) and southwesterly (16.8) percent).
January 4%
February 2%
March 5%
April 0%
May 1%
June 0%
July 0%
August 1%
September 3%
October 3%
November 7%
December 4%
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1.6. AFRICA
The strongest factor is the movement of the ITCZ, this may give very severe conditions that
are a hazard to aviators.
The characteristics of the Inter Tropical Convergence Zone are an upper Easterly Jet, mon-
soon air at the surface meeting the southern hemisphere trade winds. Often buried within the
Inter Tropical Convergence Zone at lower levels is an Easterly Jet. The mixing and thermal
rising parcels of air creates almost vertical TCU which spread out at the Tropopause,
(65,000). The air then descends down and mixes with the trade wind air mass. This creates
significant vertical shear. The descending air and the Easterly Jet combine to create the
WEST AFRICAN TORNADO during Spring and Autumn.
This area is a belt of TS 20-30nms wide giving very heavy Rain, the West African Tornados
move along the Inter Tropical Convergence Zone, and may be the start of the hurricanes that
bring destruction into the Americas and Caribbean.
Elsewhere along the Inter Tropical Convergence Zone the definition is lost due to undescern-
able cloud types mixed in a chaotic sky. Buried within these multi-layer formations large TS
and TCU grow, with considerable ice and turbulence.
Another major influence is the sea current around Madagascar. The South Equatorial current
is a large circulatory current that passes south of Africa, warms as it turns North close to Aus-
tralia, then further turns West towards Madagascar. As it meets the Northern tip of Madagas-
car it divides into a Northerly and Southerly flow. The Northerly flow tracks up the coast and
then turns through 180 degrees south of Kenya back towards the Seychelles.
On the western side of Africa, the West African tornados track out to sea, crossing the coast
of Liberia and meeting the Southerly winds passing the western side of the Inter Tropical
Convergence Zone. Once over the oceans they pick up moisture which fuels the cyclonic
activity and now we have the birth of the Hurricanes that are tracking to the Americas.
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1.6.2. Winter
The surface wind is generally a Northeasterly, Close to the Inter Tropical Convergence Zone
there is little cloud, however the convective cloud increases over the mountains of Kenya.
During the rainy season the presence of Thunderstorms increases, these storms may reach
65,000 on occasions. Kenya and South Africa have less rain than other areas.
Fine dry weather is normal in the high-pressure region south of Cairo. Reduction in visibility
due to rising dust or sandstorms frequent Khartoum with strong NE winds from Kenya going
south the weather is influenced by the Inter Tropical Convergence Zone. The Inter Tropical
Convergence Zone lies across Liberia, Lagos then turns South running down the center of
the country to the approximate mid point before turning East towards Madagascar.
The wet season is November to March or April in the south. The SHORT RAINS are in
November and December, whilst the LONG RAINS are in MAR and MAY.
Upper light Westerlies changing to equatorial trough East of Nairobi and back to light West-
erly by Johannesburg. The Jet stream axis is North of Cairo at this time of year.
Cyclones affect this route. Originating 5 to 15 degrees South in the Indian Ocean, they are
rare in the Seychelles but frequent over Madagascar, Mauritius and Mozambique. Cyclones
have been known to affect the Comoros, but generally Madagascar shields them from the
worse effects. Indications are that only side effects from cyclones may be expected about
once in every eight years. Cyclones are most frequent January to April, sometimes also
November to May.
June to October - The surface winds are generally Southeasterly. Equatorial through almost
reaches Johannesburg by July. Local cloud Guti in Zimbabwe and occasionally in the Trans-
vaal. Very low stratus and CB with moderate to strong SE winds which bring moisture from
Mozambique. These periods are generally about five days, the cloud type are generally of
greater proportion than in January and are related to the position of the Inter Tropical Conver-
gence Zone.
Precipitation - A rain belt reaches up to Khartoum and almost all the yearly moisture (150
mm) is deposited at this time. A double wet season in Kenya is the result of the Inter Tropical
Convergence Zone movement March to May and November to December. This is the sea-
son for Haboobs and sandstorms in the Sudan.
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1.6.5.1. Khartoum
Sand and dust Winter drifting sands with strong northerly winds (visibility below 500m for 24
hours are possible). Summer-Haboobs from east or southeast, gusts over 40 knots, visibility
down to 500 metres first two hours, then about 2000 metres up to 3 to 4 hours. Strong south-
westerly in summer, occasional reduction in visibility to 500 metres. Low cloud below 2000
feet with rain.
1.6.5.2. Nairobi
Radiation fog is almost unknown. Low stratus frequent at night and early morning February to
May, September to December and infrequently at other times, of the year, with wind north to
east or east south-east cloud down to 100-300 feet between 0500 and 0900 LMT. Wet sea-
son local thunderstorms effect not serious, except on high ground.
1.6.5.3. Entebbe
Two wet seasons, mid March - mid May, late October - mid December. Thunderstorms
throughout the year mostly 0200-0500 LMT least frequent December to February and June-
August. With unstable air from W or SW, wide spread rain and thunderstorms. Visibility rarely
falls below one kilometer and cloud base only in brief periods below 1000 feet. With northerly
winds haze is common, visibility about 5 km from December-early March.
1.6.5.4. Harare
May-mid August fine. Smoke haze mid August-mid November. Local thunderstorms, dust
devils. In wet season mid November-April heavy showers and thunderstorms, visibility less
than 500 m. With a Cyclone near, visibility can be poor for days.
1.6.5.5. Johannesburg
October to March very low cloud frequent early morning. Base below 500 feet with NNE
winds. Thunderstorms usually from SW and SSE with usually NW surface wind. Fog in wet
season few days a month. 800m with NNW surface wind, dispersing during the day. In winter
with E winds also but not often. Smoke pollution with SSW winds. Visibility 2-6 kilometers.
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PERFORMANCE
TABLE OF CONTENTS
CHAPTER 2 - PERFORMANCE
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TABLE OF CONTENTS
I N T E NT I O N A L LY L E F T B L A N K
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PANTRY CODE DEFINITION
Pantry Code
Airport (From / To) (Note)
ALG, ARN, ALY, AMD, AMM, BKK, CAI, CAN, CCJ, CDG, CEB, CMN, COK,
CPT, DAC, DAM, DAR, FCO, FRA, GVA, IKA, ISB, JED, JNB, KRT, KUL,
A
LGW, LHE, LHR, LOS, LXR, MAA, MAD, MAN, MHD, MNL, MUC, MXP,
NAG, PEK, PEW, PVG, SAH, SGN, SIN, TIP, TUN, TXL, VIE and ZRH
ALG (via TUN), ATH, AUH, BAH, BEY, BOM, CGK, CMB, DEL, DMM, DME,
B DPS (via KUL), DXB, HYD, ICN, IST, KHI, KTM, KUL (via KTM), KWI, MAD
(via FCO), MCT, MLE, NBO, RUH, SEZ and TRV
Z Test/Training or Ferry Flight (Standard Crews 2/0)
Note: Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer
to Chapter 7 for airport suitability.
2.1.2 A332
ALG, ARN, BKK, CAN, CDG, CEB, CGK, CMN, DAR, FCO, FRA, GVA,
A HKG, JNB, KUL, LGW, LHR, LOS, MAD, MAN, MNL, MUC, MXP, PEK,
PVG, SGN, SIN, TIP, TUN, TXL, VIE and ZRH
ALY, AMD, AMM, CAI, CCJ, COK, CPT, DAC, DAM, IKA, ISB, JED, KRT,
B
LHE, LXR, MAA, MHD, NAG, PEW and SAH
C ATH, BEY, DME and IST
ALG (via TUN), AUH, BAH, BOM, CEB (via SIN), CGK (via KUL/SIN), CMB,
DEL, DMM, DPS (via KUL), DXB, HYD, ICN (via PVG/KIX), KHI, KTM, KUL
D
(via KTM), KWI, MAD (via FCO), MCT, MLE, NBO, RUH, SEZ, SIN (via
KUL) and TRV
EWR, EWR (via GVA), IAD, IAD (via GVA), JFK, JFK (via GVA), IAH, IAH
E
(via GVA) and KIX
Note: Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer
to Chapter 7 for airport suitability.
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PANTRY CODE DEFINITION
ALG, ARN, BKK, CAN, CDG, CEB, CGK, CMN, DAR, DPS, EWR (via GVA),
A FCO, FRA, GVA, HKG, JNB, KUL, LGW, LHR, LOS, MAD, MAN, MNL,
MUC, MXP, PEK, PVG, SGN, SIN, TIP, TUN, TXL, VIE, ZRH
ALY, AMD, AMM, CAI, CCJ, COK, CPT, DAC, DAM, IKA, ISB, JED, KRT,
B
LHE, LXR, MAA, MHD, NAG, PEW and SAH
ATH, BEY, BOM, CEB (via SIN), CGK (via KUL, SIN), CMB, DEL, DME,
C DPS (via KUL), ICN (via PVG/KIX), IST, KHI, KTM, KUL (via KTM), MLE,
NBO, SEZ, SIN (via KUL) and TRV
D ALG (via TUN), AUH, BAH, DMM, DXB, HYD, KWI, MCT and RUH
Note: Inclusion of an airport into a pantry code does not indicate aircraft suitability, refer
to Chapter 7 for airport suitability.
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I N T E N T I O N A L LY L E F T B L A N K
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PANTRY CODE DEFINITION
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PANTRY CODE DEFINITION
0.9 I.U. for each crew sitting in the forward cabin crew seats
+ 0.9 I.U. for each crew sitting in the Aft cabin crew seats
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PANTRY CODE DEFINITION
1.0 I.U. for each crew sitting in the forward cabin crew seats
+ 1.1 I.U. for each crew sitting in the Aft cabin crew seats
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PANTRY CODE DEFINITION
1.0 I.U. for each crew sitting in the forward cabin crew seats
+ 1.1 I.U. for each crew sitting in the Aft cabin crew seats
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PANTRY CODE DEFINITION
1.0 I.U. for each crew sitting in the forward cabin crew seats
+ 1.1 I.U. for each crew sitting in the Aft cabin crew seats
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PANTRY CODE DEFINITION
1.2 I.U. for each crew sitting in the forward cabin crew seats
+ 1.2 I.U. for each crew sitting in the Aft cabin crew seats
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PANTRY CODE DEFINITION
1.2 I.U. for each crew sitting in the forward cabin crew seats
+ 1.2 I.U. for each crew sitting in the Aft cabin crew seats
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PANTRY CODE DEFINITION
Dry Operating Weight (DOW) 124 540 124 376 124 334 124 125
A
Dry Operating Index (DOI) 500.1 499.0 501.9 503.7
Dry Operating Weight (DOW) 124 010 123 846 123 804 123 700
B
Dry Operating Index (DOI) 502.3 501.2 504.2 506.6
Dry Operating Weight (DOW) 123 485 123 321 123 279 123 084
C
Dry Operating Index (DOI) 503.6 502.4 505.4 506.1
Dry Operating Weight (DOW) 123 130 122 966 122 924 122 536
D
Dry Operating Index (DOI) 503.2 502.1 505.1 504.2
Dry Operating Weight (DOW) 125 352 125 188 125 146 124 427
E
Dry Operating Index (DOI) 500.5 499.3 502.3 504.6
Dry Operating Weight (DOW) 120 994 120 830 120 788 120 396
Z
Dry Operating Index (DOI) 501.7 500.6 503.6 503.1
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PANTRY CODE DEFINITION
Dry Operating Weight (DOW) 124 137 124 600 124 141 124 392
A
Dry Operating Index (DOI) 497.0 498.0 499.3 501.9
Dry Operating Weight (DOW) 123 607 124 187 123 718 123 967
B
Dry Operating Index (DOI) 499.2 501.9 502.3 504.8
Dry Operating Weight (DOW) 123 082 123 543 123 111 123 351
C
Dry Operating Index (DOI) 500.5 498.7 501.9 504.4
Dry Operating Weight (DOW) 122 727 123 414 122 563 122 803
D
Dry Operating Index (DOI) 500.1 499.5 499.7 502.4
Dry Operating Weight (DOW) 124 949 125 348 124 466 124 694
E
Dry Operating Index (DOI) 497.4 497.6 500.3 502.9
Dry Operating Weight (DOW) 120 591 120 990 120 435 120 663
Z
Dry Operating Index (DOI) 498.6 498.9 498.7 501.3
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PANTRY CODE DEFINITION
Dry Operating Weight (DOW) 123 251 123 251 124 025 124 033
A
Dry Operating Index (DOI) 501.1 500.4 500.3 500.6
Dry Operating Weight (DOW) 122 828 122 828 123 602 123 610
B
Dry Operating Index (DOI) 504.0 503.3 503.2 503.5
Dry Operating Weight (DOW) 122 221 122 221 122 995 123 003
C
Dry Operating Index (DOI) 503.5 502.9 502.7 503.0
Dry Operating Weight (DOW) 121 673 121 673 122 447 122 455
D
Dry Operating Index (DOI) 501.4 500.8 500.6 500.9
Dry Operating Weight (DOW) 123 576 123 576 124 350 124 358
E
Dry Operating Index (DOI) 502.1 501.3 501.3 501.6
Dry Operating Weight (DOW) 119 545 119 545 120 319 120 327
Z
Dry Operating Index (DOI) 500.3 499.8 499.5 499.8
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PANTRY CODE DEFINITION
Dry Operating Weight (DOW) 124 060 123 851 123 946 123 599
A
Dry Operating Index (DOI) 500.9 499.4 493.0 502.3
Dry Operating Weight (DOW) 123 637 123 428 123 523 123 176
B
Dry Operating Index (DOI) 503.8 502.6 496.2 505.5
Dry Operating Weight (DOW) 123 030 122 821 122 916 122 569
C
Dry Operating Index (DOI) 503.3 502.4 496.0 505.3
Dry Operating Weight (DOW) 122 482 122 273 122 368 122 021
D
Dry Operating Index (DOI) 501.2 500.5 494.1 503.4
Dry Operating Weight (DOW) 124 385 124 176 124 271 123 924
E
Dry Operating Index (DOI) 501.9 501.0 494.6 503.9
Dry Operating Weight (DOW) 120 354 120 145 120 240 119 893
Z
Dry Operating Index (DOI) 500.1 499.8 493.4 502.7
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PANTRY CODE DEFINITION
SELCAL
MSN
Pax Configuration
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PANTRY CODE DEFINITION
Dry Operating Weight (DOW) 128 404 128 201 128 386 128 238
A
Dry Operating Index (DOI) 487.8 487.7 488.4 491.8
Dry Operating Weight (DOW) 127 365 127 162 127 347 128 001
B
Dry Operating Index (DOI) 486.8 486.7 487.4 491.6
Dry Operating Weight (DOW) 126 902 126 699 126 884 127 398
C
Dry Operating Index (DOI) 484.9 484.8 485.5 490.4
Dry Operating Weight (DOW) 126 654 126 451 126 636 126 443
D
Dry Operating Index (DOI) 484.9 484.8 485.5 487.2
Dry Operating Weight (DOW) 129 011 128 808 128 993 128 820
E
Dry Operating Index (DOI) 488.0 487.9 488.6 492.3
Dry Operating Weight (DOW) 124 292 124 089 124 274 124 122
Z
Dry Operating Index (DOI) 484.9 484.7 485.5 488.6
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PANTRY CODE DEFINITION
Dry Operating Weight (DOW) 127 591 128 351 127 738 128 347
A
Dry Operating Index (DOI) 486.7 490.8 490.3 489.9
Dry Operating Weight (DOW) 127 354 128 114 127 501 128 110
B
Dry Operating Index (DOI) 486.5 490.7 490.2 489.8
Dry Operating Weight (DOW) 126 751 127 511 126 898 127 507
C
Dry Operating Index (DOI) 485.2 489.4 488.9 488.5
Dry Operating Weight (DOW) 125 796 126 556 125 943 126 552
D
Dry Operating Index (DOI) 482.1 486.2 485.7 485.4
Dry Operating Weight (DOW) 128 173 128 933 128 320 128 929
E
Dry Operating Index (DOI) 487.2 491.3 490.8 490.4
Dry Operating Weight (DOW) 123 475 124 235 123 622 124 231
Z
Dry Operating Index (DOI) 483.4 487.6 487.1 486.7
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PANTRY CODE DEFINITION
Dry Operating Weight (DOW) 128 443 128 700 128 714 128 518
A
Dry Operating Index (DOI) 489.8 490.9 490.2 489.3
Dry Operating Weight (DOW) 128 206 128 463 128 477 128 281
B
Dry Operating Index (DOI) 489.7 490.8 490.1 489.2
Dry Operating Weight (DOW) 127 603 127 860 127 874 127 678
C
Dry Operating Index (DOI) 488.4 489.5 488.8 487.9
Dry Operating Weight (DOW) 126 648 126 905 126 919 126 723
D
Dry Operating Index (DOI) 485.2 486.3 485.7 484.8
Dry Operating Weight (DOW) 129 025 129 282 129 296 129 100
E
Dry Operating Index (DOI) 490.3 491.4 490.8 489.8
Dry Operating Weight (DOW) 124 327 124 584 124 598 124 402
Z
Dry Operating Index (DOI) 486.6 487.7 487.0 486.1
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SELCAL EHDL
MSN 918
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PANTRY CODE DEFINITION
Dry Operating Weight (DOW) 186 503 186 094 186 323 186 578
A
Dry Operating Index (DOI) 500.1 500.5 501.9 502.2
Dry Operating Weight (DOW) 185 369 185 960 185 189 185 444
B
Dry Operating Index (DOI) 503.1 503.5 504.9 505.1
Dry Operating Weight (DOW) 184 935 184 526 184 755 185 010
C
Dry Operating Index (DOI) 504.6 505.0 506.4 506.7
Dry Operating Weight (DOW) 184 413 184 004 184 233 184 488
D
Dry Operating Index (DOI) 501.6 502.0 503.4 503.6
Dry Operating Weight (DOW) 186 984 186 575 186 804 187 059
E
Dry Operating Index (DOI) 500.7 501.1 502.5 502.8
Dry Operating Weight (DOW) 181 202 180 793 181 022 181 277
Z
Dry Operating Index (DOI) 501.8 502.2 503.6 503.9
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Dry Operating Weight (DOW) 174 257 174 073 174 249 174 081
A
Dry Operating Index (DOI) 489.9 490.4 491.2 490.5
Dry Operating Weight (DOW) 173 544 173 360 173 536 173 368
B
Dry Operating Index (DOI) 492.4 492.9 493.7 493.0
Dry Operating Weight (DOW) 172 495 172 311 172 487 172 319
C
Dry Operating Index (DOI) 490.8 491.4 492.1 491.4
Dry Operating Weight (DOW) 171 578 171 394 171 570 171 402
D
Dry Operating Index (DOI) 490.5 491.0 491.7 491.0
Dry Operating Weight (DOW) 174 933 174 749 174 925 174 757
E
Dry Operating Index (DOI) 490.2 490.7 491.5 490.8
Dry Operating Weight (DOW) 168 055 167 871 168 047 167 879
Z
Dry Operating Index (DOI) 489.8 490.4 491.1 490.4
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PANTRY CODE DEFINITION
SELCAL ALBF
MSN 20042
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STANDARD PASSENGER WEIGHT FOR LOADSHEET PURPOSES
Adult 84
PT 1 Children 35 ALG, CAN, KRT, PEK, PVG and SAH
Infant 10
ALY, AMM, ARN, ATH, AUH, BAH, BEY, BKK, CAI, CDG, CGK,
Male 88 CMN, CPT, DAM, DAR, DME, DMM, DPS, DXB, EWR, FCO, FRA,
Female 70 GVA, HKG, IAD, IAH, ICN, IKA, IST, JED, JFK, JNB, KIX, KUL,
PT 2
Children 35 KWI, LGW, LHR, LOS, LXR, MAD, MAN, MCT, MHD, MLE, MNL,
Infant 10 MUC, MXP, NBO, RUH, SGN, SEZ, SIN, TIP, TUN, TXL, VIE and
ZRH
Adult 77
AMD, BOM, CCJ, CEB, CMB, COK, DAC, DEL, HYD, ISB, KHI,
PT3 Children 35
KTM, LHE, MAA, NAG, PEW and TRV
Infant 10
Note: Where a destination is not included in this list, PT 1 will be used. In case of
diversion the original PT code will be retained.
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I N T E NT I O N A L LY L E F T B L A N K
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TABLE OF CONTENTS
3.3 EUROPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.3.1 Nicosia Area Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
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HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION
At high density altitude airfields (e.g. Sanaa) aircraft energy levels during an approach are
very similar to the energy of an aircraft under conditions of a rushed approach to an airfield,
in ISA conditions. There is the additional trap of a higher TAS in hot and high conditions that
potentially makes the problems ahead even more.
EXAMPLE SANNA, elevation is 7216ft AMSL. With an OAT of 320C (ISA+31) and standard
pressure the density altitude is 11100ft.
Also as a rule of thumb: TAS INCREASES 2% over IAS for each 1000ft above sea level.
Hot and high conditions can be anticipated and therefore covered in the approach briefing.
Most of the problems arise because the TAS increases with increasing density altitude.
Therefore a comparison of IAS and TAS will give a good indication of the problems ahead.
a) HORIZONTAL PROFILE
The turning radius will increase as TAS increases, therefore it is a must to reduce your
speed by the increment in TAS (due to high density altitude) so as to achieve small
radius.
b) VERTICAL PROFILE
c) ENERGY MANAGEMENT
Approaches are normally based on distances that are fixed from touchdown. With a
higher TAS this distance will be covered a lot more quickly than normal and it will
leave less time to slow down. So the best thing to do is to allow an earlier deceleration
and configuration (low and slow). Other factors have to be considered are tail wind,
high approach speeds and high weights.
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HIGH DENSITY ALTITUDES (HDA) OR HOT AND HIGH OPERATION
d) BRAKING
The kinetic energy will be higher on touchdown and this has to be dissipated by the
brakes . The use of reverse thrust and appropriate auto brake mode should be
considered at all times.
e) SUMMARY
1) Hot and high conditions should be anticipated and briefed. Comparing IAS to TAS
will give a good indication of likely problems.
3) The ability of the aircraft to follow a descent profile is not necessarily an indication
of how well it will slow down.
4) It could take more distance to decelerate (high density altitude and high TAS) so
the measures taken should be moved back to a more appropriate position to allow
more time and distance to slow down.
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3.2.1 China
Effective 21st November 2007 at 1600 UTC, RVSM implementation between 8900m (FL291)
and 12500m (FL411) inclusive will take place within the FIRs shown in the enclosed map.
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Aircraft within China Airspace at and beyond 1600z on November 21st, shall comply with
RVSM requirement.
1600-1630 UTC and onwards ATC will clear RVSM compliant aircraft to
climb or descend to nearest appropriate
RVSM FL in accordance with China RVSM
Flight Level Allocation Scheme (FLAS).
Pilots shall use the China RVSM conversion table to determine the corresponding
Flight Levels in feet
The aircraft shall be flown using Flight Level in FEET
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ICAO RVSM flight levels are implemented in Fukuoka, Hanoi, Hong Kong, Incheon,
Lahore and Yangon FIRs
China RVSM flight levels in FEET are 100ft above ICAO RVSM Flight levels.
Transition Area
Identify the transition area and procedures for route entering/exiting Chinese
airspace.
Special attention MUST be given to the moment when China meter to feet converse
table is used for aircraft entering Chinese RVSM airspace.
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All China RVSM flight level in FEET is 100ft above ICAO published RVSM flight
level.
Note: Aircraft maintaining flight level 9800, 10400, 11000, 11600, 12200 meters from
China to Pakistan after passing PURPA shall automatically descend to and
maintain FL320, FL340, FL360 FL380, and FL400 before GILGIT irrespective of
establishing radio contact with Lahore ACC.
Indicates the position where the pilot is expected to receive the FL instruction from ATC
for FLAS transition and then begin to use China RVSM conversion table to fly in FEET.
Flight level transition shall be conducted in accordance with ATC instruction. In case ATC
did not issue the instruction as expected, pilots are to clarify with ATC.
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Indicates the position where the pilot is expected to receive the FL instruction from ATC
for FLAS transition and then begin to use China RVSM conversion table to fly in FEET.
Flight level transition shall be conducted in accordance with ATC instruction. In case ATC
did not issue the instruction as expected, pilots are to clarify with ATC.
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Transition Procedure between Qingdao ACC & Incheon ACC Westbound (Agavo)
Indicates the position where the pilot is expected to receive the FL instruction from ATC
for FLAS transition and then begin to use China RVSM conversion table to fly in FEET.
Flight level transition shall be conducted in accordance with ATC instruction. In case ATC
did not issue the instruction as expected, pilots are to clarify with ATC.
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Initial pilot actions when unable to maintain FL or unsure of aircraft altitude-keeping capability
When experiencing severe or altitude deviations on the order of 60m (200ft), the
enclosed table shows the Pilot / Controller actions
State Unable RVSM due (state Assess traffic and provide assistance
reason)
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PILOT ACTIONS
NOTIFY ATC OF AIRCRAFT LOCATION & REQUEST-
ED FL AS REQUIRED
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EUROPE
3.3 EUROPE
3.3.1.1 General
ATC co-ordination can be poor in this part of the Mediterranean with several frequencies to
monitor at one time.
ERCAN control, pronounced ERJAN, a station located in Northern Cyprus, requires position
reports at VESAR and NIKAS even though these waypoints are in NICOSIA FIR/UIR.
However, NICOSIA ACC is the controlling authority within NICOSIA FIR/UIR, and any
ATC clearances must ONLY be accepted from NICOSIA ACC, including allocation of SSR
codes.
When operating Southbound, contact Nicosia ACC 10 minutes prior FIR boundary. Change
to Nicosia ACC at waypoint VESAR. Although no formal transfer of control procedures is
affected between Ankara and Nicosia ACC, and no changeover instructions are issued on
crossing the FIR boundary, flights should ONLY accept control instructions issued by Nicosia
ACC until handover to the next ATC unit or FIR/UIR. Only after insistence to change to
another station (i.e. ERCAN control), should a check be made with Nicosia ACC. Contact
Damascus 10 minutes prior to NIKAS.
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MIDDLE EAST
3.4.1 Bahrain
ATS route segment BUNDU V997 BAT R659 PURDA within Bahrain FIR will shortly open
and is available for flight planning to Qatar Airways destinations in Yemen and East/South
Africa. The opening of these airways will be announced via NOTAM.
RNP 5
Bi-directional
Available H24
3) HF Communications
Enroute diversion due weather or emergency : Prior co-ordination with ATC is mandatory.
All navigation data is available and depicted on appropriate enroute hi/low level charts.
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3.4.2 IRAQ
3.4.2.1 Overview
With the ongoing stability being experienced in Iraq and the operational benefits to airlines,
Iraq has seen an 80% increase in overflying traffic since June 2008.
Iraq CAA continues to improve services and recently has taken control of FL290 and above.
Investment in navigation aids, radar and communication equipment is ongoing and
introduction of new ATS route. ATC communication is good, although Western Iraq is still an
ongoing issue with poor two-way communication.
3.4.2.4 General
When entering the Baghdad FIR, remain on the ATC assigned mode 3/A transponder
codes.
Do not change the mode 3/A transponder code unless directed by Baghdad ATC.
If entering from KABAN at or above FL290, Baghdad Area Control will issue a new
mode 3/A transponder code once radio contact is established.
Aircraft dispatched into Baghdad FIR with a known unserviceable Transponder is NOT
PERMITTED.
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3.4.2.7 General
The coalition forces (as of April 09) provide search and rescue services.
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General, outside the Air Routes and Terminal area, Airspace should be considered as
restricted areas.
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If no response from ATC, proceed on last assigned routing and altitudes while
attempting contact every 10nm.
Note 1 : If unable to establish contact, crews who elect to continue shall ensure they are
displaying the assigned transponder code, or aircraft maybe subject to delay
prior establishing contact with ATC, resulting in aircraft being turned away or
held.
Note 2 : Transit flight levels for Entering & Exiting Baghdad FIR can be found in Jeppesen
text manual, Section Air Traffic Control.
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The following depicts planned routes through Baghdad FIR. New airways are being
introduced regularly, refer to notams for details.
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3.4.2.15 Overview
ATS services provided in all controlled airspace, based on non radar separation
standards supplemented by en-route radar.
A combined civil and military ATS workforce provides ATS services in Iraq, although
primary coalition controls, therefore certain phraseology or procedures may vary at
different locations.
Gaps in radar coverage, particularly near the boundaries of the Baghdad FIR
Aircraft may be instructed by ATC to deviate from filed route due to temporary military
operations. En-route holding has occurred in the past within Baghdad FIR.
Continuously monitor VHF frequency 121.5MHz and operate transponder at all times
during the flight, ensuring transponder is set to the squawk code as advised by
RAMCC.
In the event of radar failure, non-radar separation standard will be applied as soon as
possible.
If two-way communication is lost with aircraft, the radar controller shall attempt to
determine whether or not aircraft receiver is functioning by :
There are no enroute holding patterns published (as of April 09) in Baghdad FIR.
However, to provide en-route longitudinal separation, if enroute holding is require at
one of the designated enroute reporting points. Standard holding procedure to be
flown.
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3.4.2.22 Emergencies
"Landing at any aerodrome within Baghdad FIR is not recommended, unless in the
judgment of the commander it is the best safety action and no alternative option is
available. Conditions on the ground change rapidly throughout Iraq and actual
conditions encountered in an unplanned landing maybe better or worse than advised."
In all circumstances where Land at nearest suitable is defined, airport located in Iraq
must not be considered as adequate.
Do not divert enroute from Baghdad FIR to Tehran FIR
In the event of emergency requiring descent in areas of poor radio coverage , pilot
should attempt to contact any ATS agency via emergency freq.
3.4.2.24 Overview
Jeppesen Airway Manuals & FMS Navigation database contain following airports
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All airfield data contained in this Iraq brief is subject to change on a daily bases.
Consult Notams for latest information.
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Warning : Caution, high risk to aircraft in the vicinity of Baghdad international airport due
small arms fire and man made portable surface to air missiles. Aircraft that
require extended distance stabilized final approach are prohibited due to their
profile increasing vulnerability.
3.4.2.28 Services
Services Remarks
H24
Air Traffic Services 1) Sunrise - Sunset (Iraq Controllers)
2) Other Times USAF Controllers
Security H24
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Runway
Width Arresting
RWY LDA Approach Lights
(M) Gear
Taxiways
Apron
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Threat Status - Contact Baghdad ATC for update as soon as possible before
approaching
General Arrivals
All routing inbound/outbound maybe varied at the direction of ATS. Civil aircraft are
requested to notify ATC if unable to operate VFR below 12,000ft, using the phase
UNABLE VFR.
Refer to notams for updates on revised arrival procedures
Cloud Base is less than 200 feet and/or visibility is less than 800m
RWY15 Departures
Aircraft may initiate a right turn after reaching 800ft AGL, unless cleared sooner by
Baghdad tower
1.25nm south of departure end of RWY due helicopter activity up to 300ft AGL.
RWY33 Departures
Via left downwind departure will initiate crosswind turn no earlier than departure end of
runway and at or above 450ft AGL, unless cleared sooner by Baghdad tower.
All aircraft shall climb to be above 800ft AGL by mid-field or 450ft AGL by 1.25nm
north of departure end of RWY due helicopter activity.
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3.4.2.35 Services
Services Remarks
Security H24
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Runway
Taxiways
Apron
Lighting - General
Threat Status - Contact Basrah ATC for update as soon as possible before
approaching.
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1) Qatar Airways is approved by UAE General Civil Aviation Authority to use ATUDO
KITAP segment of AWY A419, see attached map.
2) A419 lies within restricted (Military airspace OM-R54 ) and designated as a RNAV 1
route (Refer to Airbus FCOM2 Special operations and Boeing FCTM RNAV
OPERATIONS for RNAV requirement details).
4) Deviation from Airway due weather or emergency requires prior co-ordination with ATC
due close proximity of military airspace.
7) Failure of onboard navigation system, advise Emirates ACC immediately and expect
radar vectors.
8) FL Restrictions in place within Bahrain/ Emirates FIR.
9) Waypoint(s) AE401 and AE402 available in FMS NAVDB, but not shown on Jeppesen
enroute charts. See NOTAM A0024/09 for details.
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NORTH ATLANTIC / OCEANIC
3.5.1 Overview
3.5.1.1 Routing
There is a large variety of routing available for departing airports from Middle East and
Europe to North America and is highly influenced by the location of the Jet Stream. Flights to/
from North America are planned on organised North Atlantic Tracks (NAT) system, whole or
part. Random routing will be used were cost effective. Routing possibilities:
Northern Route - Via Russia, Scandinavia, Iceland, Greenland, Canada and North
East US (Westerly route).
Central Route - Via Shanwick and Gander Oceanic areas using organised North
Atlantic tracks. (Westerly route).
Southern Route - This would generally be a Eastbound routing, via New York
Oceanic, Portugal / Spain and Western Europe or North Africa.
3.5.1.2 Airspace
RVSM and MNPS certification required for operation within North Atlantic region. Aircraft with
reduced capability, can be dispatched using special routes over Iceland and North East
Canada, Blue Spruce Route.
Due to passenger demands and time zone difference, most of North Atlantic traffic follows
two flows.
Planned track and/or FLs maybe unavailable due high volume of traffic, and therefore, the
operational flight plan (OFP) will contain a summary flight plan for next two (2) best tracks.
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3.5.2 METEROLOGY
3.5.2.1 Overview
Air masses move mostly from West to East. Broken stratocumulus and cumulus cover the
North Atlantic. Cumulonimbus clouds are normally found along North American and
European coasts, but rarely found in mid ocean. Jetstream is mostly from a westerly
direction with associated clear air turbulence (CAT)
The tropopause height over the Atlantic will usually be between 25,000ft to 40,000ft.The
minimum tropopause height is above the core of the Icelandic low where it may drop too less
than 25,000ft. The maximum tropopause height is above the Azores high, where its usually
above 40,000ft. The tropopause marks the maximum cloud tops above which clear and
smooth air is nearly always available. Between FL300 and FL390, the subtropic and polar
Jetstreams lie just below the tropopause.
Prevailing Westerly winds extend from 30N to 60N and are more intense during winter
season and weak and variable during the summer season. The average wind direction in
summer is Westerly, although Southerly winds are common. Naturally, the Jetstream is a
major factor in flight planning, and during winter months, minimum cost/time routes are
further from the great circle routes than in summer.
The subtropical jet stream is often present over North America during winter at about 30N, at
a height of 40,000ft. Further North, Jetstreams, often associated with travelling depression,
occur frequently in winter but less so in summer.
Clear Air Turbulence (CAT) is common over the North Atlantic and maybe experienced for
long periods. Eastbound tracks are generally in close proximity to Jetstreams, which
increases the likelihood of Clear Air turbulence (CAT).
Outbreaks of polar air masses over Labrador or Southern Greenland can create heavy
weather development with snowstorms and blizzards in wintertime. The warm Gulfstream
causes instability of heated up cold air masses with heavy rainfall and thunderstorms. When
moist air drifts with Southeast winds towards the cooler east coast, sea fog forms and can
affect many airports in the region at same time.
Airports located within the North Atlantic region can experience severe weather during the
winter, thus making suitable airports widely spaced. Airports located along the western
seaboard experience fog during winter period.
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3.5.3.1 Airspace
MNPS is that volume of airspace between FL285 and FL420 within the Oceanic Control Area
(OCA). Longitudinal separation between in-trail aircraft using the Mach number technique is
10 minutes and aircraft that satisfy MNPS are separated laterally by a minimum of 60nm. To
ensure safe application, aircraft operating within MNPS airspace are required to have a
minimum navigation performance capability. See FCOM 2 Special Operations for details on
Navigation equipment requirements. Aircraft with reduced navigational capability may use the
Blue Spruce route which routes Europe to North East Canada via Iceland and Greenland.
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3.5.4.1 Overview
Flight to/from North America are planned on either using North Atlantic track system in whole
or in part. The NAT tracks are constructed twice daily, Westbound (Day) and Eastbound
(Night). Each Track is separated by 1 of latitude (60nm).
3.5.4.2 Westbound
Published by Shanwick;
3.5.4.3 Eastbound
Published by Gander;
The Track Message is published each day and contains the following information:
1) Track Designation;
2) Entry point to track;
3) Track waypoint (Co-ordinates);
4) Exit point from track;
5) Available flight level (WB Westbound);
6) Route from Europe - waypoint on ATS route structure;
7) North America Routes (NARs) designators.
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A three (3) digit Track Message Identification (TMI) number identifies each daily track
message. The TMI is the day of the year, example 088, 88th day of the year. Amend-
ments to a track message can be identified by a sequential addition of an Alpha charac-
ter after the TMI, example 088A.
Note: The TMI must be included in the Oceanic Clearance read back.
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The following is a sample of the Track Message as shown in the Qatar Airways briefing
package.
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The abbreviation NARs will be used throughout this document instead of North America
Route.
The NARs provide interface between North Atlantic oceanic and domestic airspace
(applicable to both Eastbound & Westbound traffic) within North America. It is for traffic
entering/exiting the NAT and consists of pre-planned routes; overlaying existing airway/route
system, from/to costal fixes and identified system airports.
Common Portion
Non-Common Portion
Specifies that portion of route between specified inland fix and system airport;
The non-common portion routing is listed on Operational Flight Plan, but also listed
in Jeppesen Navigation Manual, section Enroute.
The following extract from ROUTE portion of the Operational Flight Plan (OFP) showing the
NAR identifier and non common portion.
North American Routes (NARs) can be found in the Enroute section of jeppesen textual
manual.
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3.5.6.1 Definition
The following tables depicts standards in spacing in the North Atlantic region.
Separation
Airspace Distance
Direction
MNPS 60nm
120nm except
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3.5.7.1 Routing
During the period of OTS operation, flights operating Europe to North America and vice versa
will be planned to follow a NAT track.
Flights operating Middle East to North America and vice versa will normally be planned on a
random routing.
If using random routing, 2 hours prior to each OTS period the following restriction apply
Aircraft and should remain clear of the OTS structure
Eastbound flights - must cross 30W less than one hour prior to the incoming/pending
Westbound traffic (after 1029UTC).
Westbound flight that Cross 30W less than one hour prior to incoming/pending
eastbound OTS (after 2350UTC).
Flights operating without HF communication will be planned on routes that remain within VHF
coverage, via Iceland and Greenland. If onboard HF communication fails before entry to
Oceanic airspace, a new OFP should be requested from Qatar Airways dispatch.
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3.5.8.1 Overview
Two flight crewmembers are required to monitor and record the issuance of the
Oceanic Clearance and any amendment there after. If any doubt exists, request
clarification from ATC when obtaining clearance, headsets must be worn.
When Oceanic clearance differs from the Operational Flight Plan (OFP) in Flight level,
route and Mach number, crew should follow the OCEANIC CLEARANCE and not
whats stated in the Operational Flight Plan.
Navigational errors in the past have involved pilots following Operational Flight Plan
and not the actual Oceanic Clearance issued.
ACARS.
Communication provided via VHF and satellite to ACARS equipped aircraft via network
suppliers ARINC and SITA.
Due to high volume of traffic in North Atlantic airspace, it is possible that the route and/or
altitude assigned in the Oceanic clearance may differ from what was filed. The Operational
flight plan will contain a summary flight plan for the next two (2) best tracks.
After obtaining and reading back the Oceanic Clearance for entry point, if ETA changes, pass
revised estimate to ATC. Remember, Longitudinal spacing on the NAT Tracks is based solely
on estimated times over boundary entry fixes.
Failure to provide controllers with accurate ETA may result in re-clearance to undesirable
track and/or flight levels for entire crossing.
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All flights are required to obtain a separate Oceanic Clearance from Shanwick prior to
entering Shanwick Oceanic Control Area (OCA).
Therefore the crew will be in receipt of two (2) ATC clearances at the same time:
Second clearance - from Shanwick OCA, which only takes affect from the specific
entry point at Shanwick OCA boundary. This clearance covers entire portion of flight in
Oceanic Airspace.
Pilots should request oceanic clearance from ATC unit responsible for the first Oceanic
Control Area (OCA) at least 40-60 minutes (but no more than 90 minutes) prior to Oceanic
entry based on ETA.
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Note: Two flight crewmembers are required to monitor and record the issuance of the
Oceanic Clearance and any amendment there after. If any doubt exists, request
clarification from ATC.
Note: If any doubt of cleared track exists Read back each track co-ordinate for ATC
confirmation.
Note: Pilot should monitor the ETA for Oceanic entry point, if this changes by 3 minutes
or more, pass a revised ETA to ATC.
Note: The entry point of the Oceanic clearance on which the flight is cleared may differ
from that originally requested and/or the Oceanic flight level differs from the
current flight level, the pilot is responsible for requesting and obtaining the
necessary domestic clearance to ensure that the flight complies with its Oceanic
Clearance when entering Oceanic airspace.
Note: The flight must cross the Oceanic Control Area (OCA) boundary at the flight level
specified in Oceanic Clearance.
Note: Advice ATC (Upon initial contact requesting Oceanic Clearance) of equipment
failure that affects RVSM/MNPS capability.
Note: At the time of receiving Oceanic Clearance, ATC may request en-route Met
information, the phrase SEND MET REPORTS is used at end of the clearance.
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OCA entry point and ETA Estimating 56N 10 West at One Two four
five (1245)
Request Mach Number and Flight Level Request Mach Decimal 80 (M.80), Flight
Level three Five zero (FL350)
Any change to flight plan affecting OCA Second choice track Charlie
If the request includes a change to the original ATC flight plan affecting OCA, use follow-
ing format:
Qatari 1234, Request Oceanic Clearance, Estimating 56N 10 West at One Two four five,
Request Mach Decimal Eight Zero, Flight Level three Five zero, Now requesting Track
Echo, able Flight Level Three Six Zero, Second choice Track Delta.
Qatari 1234 is cleared to Washington via Track Bravo 283A, from MIMKU (56N 010W)
maintain flight level three five zero, Mach decimal Eight Zero.
Note: Pilot must include the NAT track message identification (TMI) in read back of
Oceanic Clearance.
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Call-Sign
Clearance limit (normally Destination airport)
Flight Level
3.5.8.7 Oceanic Clearance routing via 6100N (Scottish Domestic Reykjavik Oce-
anic)
3.5.8.8 Overview
Aircraft entering the Reykjavik Oceanic Airspace via 6100N at or East of 01000W from
Scottish domestic airspace are required to obtain clearance from Reykjavik Oceanic Area
Control Centre (OACC).
Flight routing via RATSU (6100N/01000W) do not require Oceanic Clearance from Shan-
wick OAC and therefore should not contact Shanwick clearance delivery.
Reykjavik OACC may establish NAT tracks, which will be published by Shanwick OCA.
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The clearance delivery frequencies are published daily in the eastbound track message,
appropriate for the coast fix, see enclosed sample. Contact Gander Clearance delivery
between 40 90 minutes from ETA of Oceanic entry.
Contact clearance delivery within 200nm of the specific clearance frequency location;
Maintain listening watch on sector control frequency while obtaining Oceanic
clearance.
Gander OCA communication procedures can be found in Jeppesen text manual, enroute,
chart CA-9 and CA (HI) 3/4
Note: Domestic control will not provide instruction to contact Gander Oceanic
Clearance Delivery.
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3.5.9 COMMUNICATION
3.5.9.1 VHF
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HF capability is mandatory in the North Atlantic region. HF frequencies are organized into six
families(A,B,C,D,E,F). Refer to Jeppesen Text manual; section Enroute, for details of
frequencies and coverage. Normally a primary and secondary HF frequency will be allocated
either by domestic ATC (before Oceanic boundary) or when obtaining Oceanic Clearance.
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3.5.9.4 SELCAL
SELCAL check MUST be performed before initial entry into Oceanic Airspace and
commencing SELCAL watch.
8364
2182
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Example: Position Report Qatari 1234, MIMKU (56N 010W), 1235, FL330, Est 56N 020W,
1310, Next 56N 030W.
Example: Request Clearance Qatari 1234, 56N 010W, 1235, FL330, Est 56N 020W, 1310,
Next 56N 030W, Request FL350.
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A When able higher (WAH) report is required for all flights entering the MNPS Airspace for
the following OCA:
Note: ATC acknowledgement of a WAH report (and any included requests) is NOT a
clearance to change altitude.
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3.5.11.1 General
At the time of receiving Oceanic Clearance, ATC may request en-route Met
information, the phrase SEND MET REPORTS is used at end of the clearance;
MET report add temperature and spot winds at end of position report.
Designated as Met report flights, are to treat 008W as a mid point and 015W as
a designated point and report to Shanwick on HF;
Not required to make routine reports when flying in the SOTA area.
Within Shanwick, Gander, New York and Santa Maria OCAs, between Europe and North
America and vice versa, are to record the met observations at the mid point between
reporting point. The Mid point observation is retained for transmission at the next report-
ing point.
Qatari 459;
Note: State the word DIAGONAL between Wind direction and speed.
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For a twin-engine aircraft, refer to FCOM Special Operations (ETOPS) to confirm the
nominated en-route adequate airports are suitable. Wind direction on the TAF is
degrees true. Runway directions are degrees magnetic;
Item 15 of the flight plan should reflect the proposed NAT route data in the following
sequence:
Plot the waypoints (extracted from OFP), critical point (as applicable) and join with a
solid line.
Ensure no MEL items precluding to ETOPS, RVSM or MNPS flight. Refer to FCOM 2,
Special Operations.
Flights operating without HF communication will be planned on routes that remain within
VHF coverage, via Iceland and Greenland. If onboard HF communication fails before
entry to Oceanic airspace, a new OFP should be requested from Qatar Airways dispatch.
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Confirm that the aircraft clock is synchronized to GPS time signal (presence of a time display,
with the clocks UTC selector set to GPS).
Where departure airport is situated close to oceanic boundaries the Oceanic Clearance must
be obtained before departure.
Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearances
are being obtained by R/T, headsets must be worn. Two crewmembers are to monitor such
clearances.
If relief crew on board, continuity of the operation must not be interrupted. Crew change
procedures between the active and relief crew defined in OM PART A.
Prior to flight in MNPS airspace, a full IRS alignment is required. Refer to fleet SOP.
Checks of the inserted position and of the residual ground speed outputs must be carried out
independently by the PNF during the early stage of the pre-flight checks as per SOP.
Discrepancies must be resolved.
The PF enters the waypoints in the F-PLAN, subsequently, the PNF recalls and confirms
them against source information. A circle is then drawn around the waypoint on the OFP if
correct. It is not sufficient for one crewmember to just observe another crewmember entering
the data.
Note: FMGEC Latitude and Longitude waypoint abbreviation in ARINC 424 quadrantal
format is not compatible with ADS reporting equipment.
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Preferably, the Flight Plan Track & Distance Check is to be performed pre-flight if time
permits. Otherwise, the check must be completed in initial cruise.
Performing this check airborne will not be an option if the point of departure is close to MNPS
airspace.
Where departure airport is situated close to Oceanic boundaries the Oceanic Clearance must
be obtained before departure.
Oceanic Clearances may be available using ACARS. When ATC clearances or re-clearances
are being obtained by R/T, headsets must be worn. Two crewmembers are to monitor such
clearances.
Select any of the following pushbuttons on the EFIS Control Panel; WPT
PF will read the ND or MCDU displayed true track and distance to the next
waypoint;
The PNF will check against that track and distance in OFP; (this check will show up
any errors made in lat/long insertions and designators (i.e. N/S or E/W).
As each leg of the flight within MNPSA has been checked against the OFP in this
manner, it should be annotated on the OFP by the PNF with ticks;
Note: When comparing ND or MCDU displayed and CFP printed distance and
tracks between waypoints, an acceptable tolerance for differences are; 3
miles and 5 degrees. Variations beyond these tolerances must be resolved
prior to proceeding.
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ATC communications;
Maintenance of the Master CFP;
Completing the Plotting Chart and monitoring enroute and terminal weathe.
PF is responsible for:
Navigation of aircraft;
Monitoring and activating ATC clearances.
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Copying the ATC re-clearance by PNF, monitoring of copy and read back by PF;
Request a new OFP segment from QR dispatch, When requesting a revised OFP
from Qatar Airways Dispatch, include the following information;
Track or routing.
Load new waypoints or uplink into SEC F-PLAN (PF) (as applicable);
Compare MCDU displayed waypoints, tracks (TRU) and distances with the newly
received ACARS OFP Flight Plan. (PF-reads to PNF who annotates the new Flight
Plan in the same manner as before);
The PNF will prepare a new plotting chart and check ETOPS (if applicable) no-go
areas. Transpose the Critical point if applicable;
If a new OFP cannot be obtained from dispatch via ACARS, the MCDU print function
may be used to obtain a new OFP Flight Plan;
The Airbus MCDU prints initial true track outbound from the waypoint. In very high
latitudes the average track may not agree with the MCDU displayed outbound
great circle track within the recommended 5;
Extreme care must be used cross-checking the way point insertions especially
when the clearance is received by radio as the flight plan cross-check process has
been lost.
If the printer is inoperative, use the plotting chart by annotating with the normal OFP
details.
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Note: If clearance given requires an immediate change to active waypoint, then that
waypoint must be loaded into the FMS and crosschecked by both PF and PNF
before completing the DIR TO function.
Note: Crews must plan to complete the track & distance check procedure for the initial
portion of the revised route, (in an unhurried manner), prior to entry into oceanic
airspace.
Note: Following any revision to the original OFP, the new Flight Plan is to be annotated
in the same manner as described previously. If the subsequent domestic portion
of the flight corresponds to that contained in the original flight plan, it should be
possible to revert to the original OFP at the appropriate point.
Note: Any new clearance has a clearance limit on the new exit point. A revised
domestic clearance from the new exit must be requested. Refer to Exiting
MNPSA airspace in this chapter.
Prior to entering MNPS Airspace, the accuracy of each IRS and FM should be thoroughly
checked, by comparing with GPS position, or by using independent navigation aids.
Additionally:
Review the CPDLC/ADS procedures in the Jeppesen Text Air Traffic Control for the
associated FIR to be entered;
Correct waypoint
Flight level
Mach
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3.5.12.15 Overview
Because of the high volume traffic on the organized tracks, the MACH number technique for
longitudinal separation is applied without exception. ATC apply Mach number technique to
maintain adequate longitudinal separation between aircraft operating on the same route at, or
climbing or descending to the same level.
Its important that pilots adhere strictly to assigned Mach number unless ATC approval
of a change is received;
If an immediate change in Mach Number is required for safety (i.e. Turbulence) and
prior clearance cannot be obtained, notify ATC as soon as possible after the Mach
number change;
Step climb maintain last assigned Mach Number, advise ATC if unable to do so.
After leaving oceanic airspace pilots must maintain assigned Mach Number in domestic
controlled airspace unless otherwise advised.
Note: Pre-Flight procedure MUST include a UTC time check of aircraft clocks.
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3.5.12.17 Communication
3.5.12.18 HF
3.5.12.19 SELCAL
SELCAL check MUST be performed before initial entry into Oceanic Airspace and
commencing SELCAL watch.
Unless otherwise directed by ATC, operate transponders continuously in Mode A/C Code
2000. Continue to squawk last assigned transponder for a period of 30 minutes after entry
into NAT airspace.
The above procedure does not affect the use of the special purpose codes (7500, 7600 and
7700) in cases of: unlawful interference, radio failure and emergency.
Reykjavik ACC provides a radar control service in the southeastern part of its area and
consequently transponder codes issued by Reykjavik ACC must be retained throughout the
Reykjavik OCA until advised by ATC.
3.5.12.21 Entering NAT MNPS Airspace and reaching an NAT MNPS Waypoint
In the same manner as in pre-flight, crosscheck next two waypoints and co-
ordinates against OFP Flight Plan;
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At the waypoint:
Confirm that the aircraft turns in the correct direction and takes up the new track
appropriate to the leg to the next waypoint. The PNF marks the OFP waypoint - (/)
Select PROG - POSITION REPORT. Transmit the position report to ATC. The PNF
will then mark the CFP waypoint - ( \ ) to form an X over the waypoint. When an
ADS connection is established the pilot should assume that the appropriate digital
position has been transmitted;
A position check should be made at each waypoint and the present position plotted
10 minutes, 2 degrees of longitude or 2 degrees of latitude after passing each
waypoint.
Note: Even if Automatic Dependant Surveillance (ADS) via data link is being used to
provide position reports to ATC the above checks should still be performed.
Ensure that minor emergencies or interruptions to normal routine are not allowed to dis-
tract the crew to the extent that the navigation system is mishandled.
If during flight, autopilot modes are changed, or auto-thrust is disconnected (e.g. because
of turbulence), care must be taken when the autopilot is re-engaged to ensure that the
correct modes are engaged.
Whenever possible, prior ATC approval should be obtained. In such situations a trans-
mission on the appropriate common frequency should also be considered.
Use the OFFSET function to ensure waypoint sequencing. It is essential that pilots
ensure the correct desired track is recaptured in NAV mode as soon as possible after the
deviation is complete.
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3.5.12.25 Proceure
The following procedure is permitted for wake turbulence avoidance or to mitigate the risk of
conflict when non-normal events such as aircraft navigation error, altitude deviation errors
and turbulence induced altitude errors.
Determine best flight path to fly, i.e. use but not limited to TCAS, Communication,
Visual acquisition;
Pilot may contact other aircraft on air-air channel 123.45 as necessary to co-
ordinate best wake turbulence offset option;
Pilot may apply an offset at oceanic entry point, but MUST return to centerline at
oceanic exit point;
Position reports Based on current ATC clearance and not exact co-ordinates of
offset position;
Oceanic crossing are planned at a single flight level for the entire crossing. The possibility to
of climb in Oceanic airspace does exist on a tactical base. To make the most of this service,
crew should review FMC performance predictions to determine optimum cruise levels.
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With increased traffic levels and more aircraft transiting the North Atlantic, a
number of flights have been cleared onto an Oceanic Track other than the track
originally filed. A number of problems have resulted;
When revised clearance does not establish aircraft back on original domestic
routing, flight crew shall confirm routing with next ATC sector controller. This is
especially important when changing FIRs. Flight Crews should ensure that
clearance is requested/received on a timely basis, prior to the exit point;
Cleared as filed
Caution: A revised flight plan is for information purposes only. A revised domestic or
oceanic flight plan does not generate a revised flight planned route with ATC.
Any reference by ATC to Flight Planned Route or Cleared as Filed refers
to the last route filed while the aircraft was still on the ground.
Mach Number
Note: The examples described above are also applicable to eastbound flight.
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3.5.13.1 Introduction
The following procedures are intended for guidance only. Although all possible contingencies
cannot be covered, they provide for such cases as:
Inability to maintain assigned level due to weather (for example severe turbulence);
They are applicable primarily when rapid descent, turn-back, or diversion to an alternate
aerodrome is required. The pilots judgment will determine the specific sequence of actions
taken, having regard to the prevailing circumstances.
If an aircraft is unable to continue its flight in accordance with its ATC clearance, a
revised clearance should be obtained whenever possible, prior to initiating any action,
using the radio telephony distress (MAYDAY) signal or urgency (PAN, PAN) signal as
appropriate;
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If unable to continue the flight in accordance with ATC clearance and/or aircraft is unable to
maintain the navigation performance accuracy, and prior clearance cannot be obtained, the
pilot shall:
Offset from the assigned route by turning 90 degrees Left or Right off track and
achieve 15 nm from assigned route;
The Left or Right turn should be determined by the position of aircraft relative to
any organized route or track system. Other factors to consider.
Utilize ACAS.
Before commencing any diversion across the flow of adjacent traffic, aircraft should, whilst
maintaining the 15 nm offset track, expedite climb above or descent below the vast majority
of NAT traffic.
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If for separation purpose ATC cannot grant deviation due conflict traffic, ATC will
advise of conflict traffic. Pilot may elect to execute procedures detailed in 2.1.4.2 ATC
Clearance cannot be obtained
Advise ATC when weather deviation is no longer required or weather deviation has
been completed and aircraft returned to its cleared route
Broadcast position (including the ATS Route designator or the Track Code as
appropriate) and intentions, at frequent intervals on 121.5 MHz (with 123.45 MHz as a
back-up frequency)
When returning to track, be at assigned flight level when within 10nm of centreline;
Attempt to contact ATC if not already established.
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3.5.13.9 General
The communication failure procedure is located on reverse side of the North Atlantic plotting
charts.
Use VHF to contact ATC or another aircraft. Use air-to-air frequency 123.45MHz and
broadcast regular position reports until communication is re-established
121.5MHz, can also be used to establish initial contact with another aircraft and
transfer to air-air frequency 123.45MHz
Enter at Cleared Oceanic entry point, flight level and Mach No, proceed in accordance
with acknowledge Oceanic clearance;
If operating without a received Oceanic clearance:
Enter Oceanic airspace at entry point, flight level and Mach as contained in filed flight
plan and proceed via filed flight plan to landfall. The first Oceanic flight level and
speed must be maintained to landfall.
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Proceed in accordance with last received and acknowledge Oceanic Clearance, to the
last specified Oceanic route point (normally landfall). After this point, rejoin the filed
flight plan route, by proceeding directly to the next significant point ahead of aircraft as
contained in filed flight plan. Use ATS route structure where possible, and continue on
flight plan route. Maintain last assigned Oceanic level and speed to specific oceanic
route point. After passing this point, refer to lost communication procedure in
Jeppesen text pages for relevant state
In case that either Gander or Shanwick ACC is evacuated for any reason, refer to the
Jeppesen text manual, section Emergency for details.
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3.5.14.1 General
An aircraft that has suffered equipment failures that results in only a single LRNS (one Airbus
Back-up Nav) remaining serviceable, may still be flight planned and flown through the MNPS
Airspace but only on specified routes established for this purpose, listed in Enroute
publications.
Use MCDU POS MONITOR page to compare IRS, FM and GPS positions. Additional
information may be evident from compass headings, ND wind display and Flight Director bar
deviation. Use all of above information to make regular comparison checks. This monitoring
and comparison will allow early identification and easy isolation of a faulty system as per
FCOM procedures.
Under no circumstances should a flight continue into Oceanic Airspace (MNPS) with
unresolved navigation system errors, or with errors, which have been established to have
been caused by IRS misalignment or initial data input error.
The pilot should normally continue to operate the aircraft in accordance with the Oceanic
Clearance already received, appreciating that the reliability of the total navigation system has
been significantly reduced.
In addition:
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When the flight continues in accordance with its original clearance (especially if the distance
ahead within MNPS Airspace is significant), begin a careful monitoring program
Take special care in the operation of the remaining system bearing in mind that routine
methods of error checking are no longer available check the main and standby
compass systems frequently against the information which is still available
Attempt visual sighting of other aircraft or their contrails, which may provide a track
indication keep a special lookout for possible conflicting aircraft, and make maximum
use of exterior lights
Use the basic IRS/GPS (if available) outputs to adjust heading to maintain mean track
and to calculate ETAs
At intervals of not more than 10 minutes plot position (LAT/LONG) on the chart and
adjust heading to regain track.
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Other than the 90 degree turn (Special NAT procedure) the basic drills and procedures for
any decompression are unaffected by the extended range environment. Safety height
considerations are unlikely to be a factor at FL100 on most routes. However, all flight crew
must be aware of the MORA over Greenland, which is significantly above FL100.
Following engine failure in any extended range operation, the procedures outlined in FCOM,
should be carried out in a methodical manner.
The aircraft should leave its assigned route or track by initially turning 90 to the right or left
as soon as possible to prevent descent into tracks below. The direction of the turn should,
where possible, be determined by the position of the aircraft relative to any organized route or
track system (e.g. whether the aircraft is outside, at the edge of, or within the system).
Direction to alternate airport, terrain clearance and levels allocated on adjacent routes
or tracks;
Driftdown strategy may be reviewed once clear of the OTS track in accordance with
the Special NAT procedure.
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The following map gives an overall view of aerodromes located in the North Atlantic region.
See Chapter 6 for authorized aerodromes.
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Overview
Weather
Fog and low clouds is a problem during spring and early summer. Early morning radiation fog
is slow to clear in winter. Summer - thunderstorms possible. Surface winds, winter generally
Westerly (average 15kts, Summer, Southerly (average less than 12kts). Wind speeds,
between 30-50kts are fairly frequent, particularly is association with low pressure centers or
fronts.
ATC
General
During winter, snow banks are extensive, outer engine maybe very close and ingest snow.
Runway
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Overview
Goose bay is located 100nm inland from the Atlantic. No significant terrain.
Weather
Poor visibility occurs during winter due ice fog and snow. Low ceiling frequent during spring
and autumn. Snow from October to May. Summers are generally good. Westerly winds
prevail, but April, May and June, northeast winds exceed westerly winds.
Runway
Overview
Halifax is a major city in Nova Scotia. The airport has all the services one expects from a
international airport.
Weather
Light fog is common all year around, but dense fog occurs between April and August.
Occasional thunderstorms occur between May and October. Snow occurs December
through April, freezing rain is observed during winter.
Surface wind, October to April, Northwesterly, while May through September is Southerly.
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Overview
Located at the head of along, narrow, relatively straight fjord and approx 65nm inland from
West coast of Greenland, and 15nm West of the Ice Cap.
The LOC approach is along the north side of the steep walled fjord. RWY 10, first 915m has a
1.5% upslope, giving the illusion of a short runway. Winds in excess of 20knots will cause
moderate turbulence on final due to terrain in all quadrants. VMC landing RWY 10, high
terrain in front of aircraft can cause a false horizon. Maintain instrument check. A safe landing
on RWY 28 is only possible during day VMC due close terrain.
Weather
Weather is generally good. Main problem is turbulence caused by high wind. High pressure
usually exists over the ice cap, producing a prevailing North East wind down RWY 10. IFR
conditions, mostly during spring and fall with low ceiling and fog. October - November,
snowfall expected. Altimeter may over read during cold temperatures.
Metar and TAFs report TRUE winds, so carefully when calculating crosswind.
ATC
ATC, tower and approach control (radar available) operates as per published hours. Both the
tower and approach can be operational within one (1) hour of notification of an emergency. If
diverting to Kangerlussuaq, notify Sondrestrom information as soon as conditions permit on
VHF or HF. Provide ETA, and advise that all airport services and facilities be activated.
Runway
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Overview
Keflavik is located on the Southwest coast of Iceland. High terrain located east through
southeast.
Weather
Prevailing winds are strong Northeasterly during wintertime, and strong southerly during the
summer. Southeasterly winds give the airport its greatest percentage of below minimum
weather. Low clouds are present much of the time, with fog occurrence during the summer.
Expect blowing snow January and February. Average temperature for January is -3C, so icy
runways during the winter maybe a problem.
ATC
Runway
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Overview
A well equipped military airport, with both engineering and passenger handling capability.
Terrain
Winter
Low ceiling and poor visibility associated with passing fronts. Strong North-westerly winds
frequent after passage of cold front. Summer Settled weather.
ATC
Good ATC facilities with radar coverage. Contact Santa Maria while on the ground at Lajes to
obtain Oceanic clearance, this will take about 10 minutes. Initial FLs given for Oceanic
crossing are generally lower than requested.
Runway
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Overview
Terrain
High terrain located Northwest of airport. RWY 29, high coastal cliff located on approach.
Weather
St. John has frequent strong winds, moderate to severe turbulence. Slippery runway
combined with strong winds during winter. During strong winds, anticipate moderate to
severe turbulence on approach with downdraft approaching the cliffs.
ATC
No radar available.
Runway
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Overview
Shannon is an international airport, located on West coast of Ireland. Terrain located to the
east of the airport.
Weather
Fog is most prevalent in spring and fall, with March and October being the most critical
months. Ceiling less than 400 feet is rare in all seasons. However, ceiling of below 1000ft are
of significant frequency, especially early morning during the summer months.
ATC
Runway
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3.5.19 GREENLAND
There maybe areas of Greenland with very low atmospheric pressure and very cold
temperatures. There are only a few stations in Greenland reporting altimeter settings and
these stations are primarily in coastal areas. Reported QNH vales may be misleading unless
close to a station reporting a current QNH.
With QNH set in extreme cold temperatures, the airplane is lower than indicated. This must
be considered when operating below normal cruising levels over Greenland, where terrain
separation is a matter of concern.
3.5.19.2 Terrain
The only critical terrain in the North Atlantic region is located in Greenland, with terrain up to
15,600ft MSL.
All routes over Greenland are designated critical terrain routes. Refer to OM PART C, section
5 for details of Driftdown and escape routing.
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3.5.20.1 Overview
When temperatures are lower than International Standard Atmosphere (ISA), true altitude is
lower than indicated altitude. This temperature effect on indicated altitude becomes
extremely important with very cold temperatures and minimum terrain separation.
Except in Canada, IFR assigned minimum altitudes are not compensated for these cold
temperature errors. Pilots need to beware of reduced terrain/obstacle clearance and may
need to co-ordinate higher altitude with ATC.
The values from the Altitude Correction table should be added to the published procedure
altitudes, including minimum altitude and DME arcs to ensure adequate obstacle clearance.
Unless otherwise specified, the destination aerodrome elevation is used as the elevation of
the altimeter source.
Additionally, when obstacles or terrain are a factor, the corrections should be applied to the
following only after obtaining ATC approval:
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*A/P 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
Temp
-20 30 50 60 70 90 100 120 130 140 210 280 430 570 710
-30 40 60 80 100 120 130 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
-50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
*Aerodrome Temperature
Example
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2) Message Exchanges
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3.5.22 Pre-flight
b) RNP 10 Capability
c) RVSM Capability
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b) SELCAL - Checked
c) Confirm
1) Flight Level
2) Mach No.
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2) Next waypoint.
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1) OFP
2) FMS
30 W a) Westbound
b) Eastbound
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Ground Based Nav AID Compare ground based NAV AID to FMGS.
Note any discrepancy.
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I N T E NT I O N A L LY L E F T B L A N K
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The FAA, Aeronautical Information Manual can be found at the following website:
http://www.faa.gov/airports_airtraffic/air_traffic/publications/ATpubs/AIM/
Jeppesen text Manual, section Air Traffic Control, pages titled US X-X-X is a reproduction
of the FAA, Aeronautical Information Manual (AIM).
The Air Carrier Access Act, Part 382, prohibits both U.S. domestic carriers and foreign
carriers from discriminating against passengers with disabilities.
This rule came into effect on 13 May 2009. For Qatar Airways, Part 382 applies to flights that
begin or end at any U.S. airport and to the aircraft used for those flights. It also applies to the
operating carrier in codeshare flights.
The role of Complaint Resolution Officials (CRO) is an expert in all matters of Qatar Airways
compliance with the requirement of U.S. DOT Air Carrier ACT (ACAA) Part 382. The CRO
will be empowered to make decisions to resolve compliance issues in a timely way, this may
on occasion require the overruling of a decision of other QR personal. However, CRO is not
authorised to challenge a safety related decision of the Pilot-in-command.
Note : In the event of any doubt to the suitability of a passenger to travel, the Pilot
in command (PIC) is advised to consult with the station CRO or Doha prior
to making decision.
Denying the disabled person the benefit of air transportation or related services that
are available to other persons, except where specifically permitted by Part 382.
Carriers must not limit the number of passengers with a disability who travel on a flight.
Unless specifically permitted by a provision of the rule, carriers shall not refuse transportation
of a disabled passenger.
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Safety considerations.
Carriage of a passenger who violates Federal Aviation Regulations.
In general, carriers may not ask a passenger with a disability to produce a medical certificate.
However, a medical certificate along with a medical review by QR Doctors may be required
for a passenger with a disability under the following conditions :
Having a communicable disease or condition that could pose a direct threat to the
health or safety of others on the flight.
To be valid, a medical certificate must be dated within 10 (Ten) days of the scheduled date of
the passengers initial departing flight. In case the above mentioned medical conditions
continue / persist during the return journey, then a new medical certificate will be required for
the return sector as well. Similarly, if there is a gap of several weeks between the initial
departing flight and onward travel then, even in that case, another medical certificate will be
required.
However, advance notice is required if a passenger with a disability wishes to receive special
services, equipment or has a medical condition that necessitates a medical certificate and an
additional medical review by QR Doctors. The following advance notices may be required :
Up to 72 hours advance notice (if a passenger wishes to receive carrier supplied in-
flight medical oxygen)
Check-in one hour before the minimum check-in time. (e.g. if the recommended
check-in time is 3 hours then the passenger requiring special services should check-in
4 hours prior to departure)
In general, carriers cannot make it mandatory for a passenger with a disability to travel with
an escort.
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However, the following table explains other scenarios, with applicable actions, which should
apply :
Carriers must not require a passenger with a disability to sign any type of release or waiver of
liability.
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In general, passengers with a disability must not be subjected to restrictions that do not apply
to other passengers; e.g. the restrictions that must NOT be imposed areas follows :
The carriers cabin crew / ground staff are required to provide assistance :
Moving the passenger to and from seats, as part of the boarding and disembarking
processes.
Using the on-board wheelchair to enable the passenger to move to and from a
lavatory.
Stowing and retrieving carry-on items, including mobility aids and other assistive
devices stowed in the cabin.
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3.6.3 Definitions
1) A flight means a continuous journey in the same aircraft, or with one flight number, that
begins or ends at a U.S. airport
2) A passenger with a disability means any individual who has a physical or mental
impairment that, on a permanent or temporary basis, substantially limits one or major life
activities, has a record of such an impairment, or is regarded as having such an
impairment.
4) Physical and mental impairments include but are not limited to; diseases and conditions
such as orthopaedic, visual, speech, hearing impairments, cancer, heart disease,
diabetes, mental retardation, emotional illness, drug addiction, alcoholism, cerebral palsy,
epilepsy, muscular dystrophy and multiple sclerosis.
5) Major Life Activities means functions such as caring for ones self, performing manual
tasks, walking, seeing, hearing, speaking, breathing, learning and working.
6) Complaint Resolution Officials (CROs) are specially trained staff members who will
have the authority to overrule the decision of any other airline personnel in order to
ensure compliance with the regulation. However CROs will not be authorised to
countermand a decision of the pilot-in-command, (PIC), when the basis for such a
decision is safety.
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NY New York
DC Washington
DE Delaware OH Ohio
GA Georgia PA Pennsylvania
IA Indiana
MA Massachuesetts TN Tennessee
MD Maryland
ME Maine VA Virginia
MI Michigan VT Vermont
NH New Hampshire
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3.6.6 METEOROLOGY
The following website provides detailed aviation weather information for Unites States of
America: http://adds.aviationweather.noaa.gov/
Meteorological reports in the USA use the following units for expressing visibility, RVR and
altimeter setting:
RVR Feet
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As per US OPS SPEC C051, the following table is approved for RVR conversion feet to
meters.
RVR Conversion
FEET METERS
300 ft 75m
400 ft 125m
500 ft 150m
600 ft 175m
700 ft 200m
1000 ft 300m
1200 ft 350m
1600 ft 500m
1800 ft 550m
2000 ft 600m
2100 ft 650m
2400 ft 750m
3000 ft 1000m
4000 ft 1200m
4500 ft 1400m
5000 ft 1500m
6000 ft 1800m
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As per, US OPS SPEC C051, the following table is approved for Meteorological Visibility
Conversion.
1 sm 2000m 1 1/10nm
1 sm 2400m 1 3/10nm
1 sm 2800m 1 nm
2sm 3200m 1 nm
2 sm 3600m 2nm
2 sm 4000m 2 2/10nm
2 sm 4400m 2 4/10nm
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EFAS is an enroute advisory service, divided into low and high altitude service, which
provides weather information to aircraft.
Between 5000ft to 17,000ft, Frequency 122.0Mhz (Same frequency for entire US);
Atlanta 135.475
Cleveland 135.425
Indianapolis 134.825
Washington 134.525
To contact Flight Watch use the name of the ARTCC facility in your area and the name of the
nearest VOR to your position.
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SIGMENTS
Convective SIGMETS
AIRMET
All these advisories use the same location identifiers, VORs, airports or well know
geographical area to describe hazardous weather areas.
Refer to Jeppesen Textbook; section Radio Aids for VOR identifications or section
En-route, mini chart, number US-5;
See geographical section of this brief for two letter state identifiers.
3.6.6.7 SIGMENT
See Jeppesen textbook, Section Meteorology, page US 7-1-11/12 for full details.
SIGMET advise of potential hazardous weather to all aircraft, ie severe icing, turbulence and
storms (dust/sand) that may lower visibilities below 3 miles. SIGMET are valid for 4 hours and
updated as required. The SIGMETS are broken down into six regions as shown on the
enclosed map.
Firstly, by US State;
Secondly, by reference to bearings and distances to VORs in that state. Thirdly, the
state is shown in two-letter format e.g. NJ for New Jersey or VA for Virginia.
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See Jeppesen textbook, Section Meteorology, page US 7-1-12 for full details
Overview
Convective SIGMETs are issued for any of the following and implies severe turbulence icing
and low level windshear:
3.6.6.9 Regions
SIGC SIGMENT
FROM 20ESE INL-50WSW YQT- 20miles East/Southeast, INL (VOR named Interna-
50ENE DLH-20ESE INL tional fall Minnesota) to 50miles West/Southwest
YQT (named Thunder Bay Ontario) to 50miles
East/Northeast DLH (VOR named Duluth, Minne-
sota) to 20miles East/Southeast INL (VOR named
International fall Minnesota)
AREA TS MOV FROM 23045KT. Area of thunderstorms moving from 230 degrees at
TOPS TO FL310. 45kts, tops at 31,000ft
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3.6.7 AIRMET
See Jeppesen textbook, Section Meteorology, page US 7-1-13 for full details
Describe weather that is of lower intensity than those issued in SIGMETs;
Issued every 6 hours;
Three AIRMETs available, Sierra, Tango and Zulu which describe:
Sierra : IFR conditions and/or extensive mountainous obstructions;
Tango : Moderate turbulence, surface winds 30kts or greater, non-convective low
level windshear;
Zulu : Moderate icing and freezing level heights.
Example of AIRMET
Note the T in CHIT (CHI = Chicago), which indicates Tango AIRMET
CHIT WA 220845
AIRMET TANGO UPDT 1 FOR TURB AND LLWS VALID UNTIL 221500
AIRMET TURB...SD NE KS MN IA MO WI LM LS MI IL OK TX AR LA
FROM YQT TO SSM TO BAE TO COU TO ELD TO ACT TO TXO TO 50W LBL TO
GLD TO OBH TO MSP TO YQT
MOD TURB BLW 120. CONDS CONTG BYD 15Z ENDG 18-21Z S OF 50W LBL-
ELD LN. ELSW...CONDS CONTG BYD 15Z THRU 21Z.
OTLK VALID 1500-2100Z...TURB MO WI LM MI LH IL IN KY AR TN
BOUNDED BY SSM-80ESE SSM-YVV-ECK-BVT-DYR-ELD-COU-BAE-SSM
MOD TURB BLW 120. CONDS DVLPG 15-18Z. CONDS CONTG THRU 21Z.
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Most of the terminology in TAFs and METARs conforms to ICAO standard. Some difference
does exist.
3.6.7.2 METARs
See Jeppesen textbook, Section Meteorology, page US 7-1-51 to US 7-1-60 for full details.
METAR KPIT 091955 COR 22015G25KT 3/4SM R28L/2600FT TSRA OVC010CB 18/16
A2992 RMK SLP045 T0820159.
If the METAR is issued without input from a human observer it will be indicated by
AUTOmated following the date and time of issue;
2600FT is the 4-digit visibility, in feet. A single letter to indicate trend, Down, Up or No
may follow the visibility value;
Cloud amount, height and type: if CLR (Clear) is stated in an automated METAR,
then no clouds below 12,000ft reported;
RMK - Remark.
If AO2 or AO1 is present in the RMK it means the following automated weather
station with precipitation discriminator (can tell difference between liquid and
frozen/freezing precipitation). AO1 does not have a precipitation discriminator;
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3.6.7.3 TAFs
See Jeppesen textbook, Section Meteorology, page US 7-1-51 to US 7-1-60 for full details.
Difference to ICAO
Visibilities greater than 6sm shown as P6SM (Plus Six statue miles);
Windshear information included in TAF.
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Winter: Frequent travelling frontal depressions associated with Polar fronts, which, at this
time of year, lies from Florida towards Southern England.
Summer: Polar fronts moved northwards, lies from Newfoundland towards Scotland,
associated travelling frontal depression activity is about half the winter rate.
Its not unusual for marked temperature inversion to exist during anti-cyclonic conditions over
North America in winter.
Hurricane season is June to October. Hurricanes form in the Caribbean move northeasterly
over land or water.
Jetstream, associated with Polar fronts is often present over North America during winter at
about 30N at a height of 40,000ft. Further North, jet stream often associated with traveling
depressions, occur frequently in winter, but less so in summer.
Overview
Outbreaks of polar air masses over Labrador or Southern Greenland can create heavy
weather development with snowstorms and blizzards in wintertime. The warm Gulfstream
causes instability of heated up cold air masses with heavy rainfall and thunderstorms.
When moist air drifts with Southeast winds towards the cooler east coast, sea fog (advection
fog) forms and can affect many airports in the region at same time, especially Bangor,
Boston, New York and Philadelphia.
Radiation fog may affect Newark (KEWR) and Bradley Windsor Lock (KBDL).
Warm fronts may become stationary in mid winter, resulting in low ceiling and visibility due
fog, drizzle, rain and snow,
3.6.8.3 Northeasters
Northeasters are the result of deepening system moving offshore up the east from the central
Atlantic of Gulf States. These storms in the autumn, winter and spring produce moderate to
heavy snow, rain for periods usually lasting up to 24hrs, although may persist for days
deepening upon the existence of a blocking high. Northeasters will affect all East coast
airports, from Washington to Canada Border.
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3.6.8.4 Hurricanes
Hurricane season is June to October. Hurricanes forming in the Caribbean may move
northeasterly over land or water with destructive power.
3.6.8.5 Thunderstorms
3.6.8.7 Overview
The weather development in this area can be severe. Summer, CB may build ups maybe
extensive, comparable to monsoon type build-ups in the Far East. Re-routing of entire traffic
flows may be necessary. Winter period, heavy snowfalls and strong winds may occur,
resulting in blizzards that may affect or close airports such as Chicago, Montreal and Toronto.
Warm fronts, main features are light rain, drizzle and snow occur November through to
March, generally affecting Chicago, Detroit, Buffalo, Montreal, Cleveland and Syracuse.
Fog occurs December to January, especially when southwesterly flow of moist air from Gulf
of Mexico. Airports generally affected, Chicago, Detroit, Buffalo, Montreal, Cleveland and
Syracuse.
Thunderstorms occur mostly in the summer month, with maximum occurrence June-August.
This occurs in late autumn and winter, and is most severe when a mass of cold air passes
over the lake water, which is warmer than the air following the cold front.
Pre-frontal squall lines may occur in April and May. They develop with a cold front
approaching from the West or Northwest; usually form in the afternoon near surface front. CB
activity reaches maximum 100 to 300 miles head of the front, with showers temporarily
lowering ceiling and visibilities.
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3.6.9 AIRSPACE
The following is a pictorial view of US airspace classification. Further details can be found in
Jeppesen text Manual, section Air Traffic Control.
Transition altitudes are not used. Flight levels begin at FL180, where altimeter setting of
29.92 inches of mercury is used.
Class E airspace may serve as an extension to Class B, C and D airspace. Such airspace
provides controlled airspace to contain standard instrument procedures, without imposing a
communication requirement on pilots under VFR, therefore pilots should be aware that while
conducting terminal procedures (SIDs/STARs) or operating outside Class B, C airspace, VFR
traffic may exists without an operational transponder.
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Uncontrolled VFR traffic operating below 18,000ft is a problem for IFR flights. These aircraft
are not necessarily transponder equipped and traffic information from ATC maybe very late
3.6.9.5 RVSM
Airways within the US, are divided into two types as follows:
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3.6.11 COMMUNICATION
3.6.11.1 General
When calling Air Route Traffic Control center (ARTCC), use the word center instead of
control, ie Washington center.
Radar Environment;
Aircraft present position;
Altitude;
The word HEAVY is required in the ATC transmission within US Airspace for aircraft with a
weight greater than 136,000kgs.
The following are examples of using group form numbers, the word HEAVY must be
included.
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When a radio frequency contains a decimal point, the decimal point is spoken as POINT.
Note: ICAO procedures, require the decimal point be spoken as decimal, although
FAA will honor ICAO procedures.
3.6.11.7 Figures
Figures indicating hundreds and thousand in round numbers, as for ceiling height and upper
wind levels, up to 9,900 shall be spoken as shown in the following examples:
3.6.11.8 Radar
When advised radar contact, position reports are to be omitted.
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500ft Vertical
1 mile lateral
Below 18,000ft and outside TMAs, ATC will give information on VFR traffic, but will not
provide radar vectors around the traffic unless requested by pilot. During arrival procedures
radar vectors may take the aircraft outside Class B airspace, which ATC may or may not
advise.
Altimeter setting are furnished by ATIS, tower, Approach and Centre Control, and also
available from Flight Service Station (FSS) weather broadcast or by request to FSS. The pilot
receiving the altimeter setting should repeat it for verification.
Use the setting given by Centre frequency. The controller issues altimeter setting for flight
operating below FL180 as they are observed passing compulsory reporting points.
18,000ft is used to determine whether the standard altimeter setting of 29.92 or the
local altimeter setting is used;
See Jeppesen text book, FAR 91-121, Altimeter Setting for details on usable flight level
when no station.
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If you are flying above 10,000 ft and given a speed adjustment greater 250kts and you
are subsequently cleared below 10,000 ft, you are expected to reduce automatically to
250 kts.
An approach clearance supersedes any prior speed assignment and pilots are
expected to make their own speed adjustments to complete the approach.
However it may be necessary for ATC to issue further speed adjustments after the
approach clearance to maintain separation.
At or below 2500ft and within 4nm of primary airport within class C or D airspace,
maximum indicated speed is 200kts.
FAR 91-117(d), states, If the minimum safe airspeed for any particular operation is
greater than the maximum speed prescribed in this section, the aircraft may operate at
that minimum speed.
If a speed greater than 250kts is required due to maneuverability or safety, prior co-
ordination with ATC is required.
Under certain take-off weight conditions, the A340-622 requires a speed greater than 250kts
when operating below 10,000ft.
If a speed greater than 250kts is required during departure, CREW MUST CO-ORDINATE
WITH ATC.
When cleared to FLY RUNWAY HEADING, pilots are expected to fly runway heading with
NO DRIFT CORRECTION.
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Advise ATC of minimum fuel status when fuel supply has reached a state where, upon
reaching destination, any undue delay cannot be accepted. This call does not declare an
emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating the call sign
Transponder code 7777 is reserved for military use and must NOT be used by civilian
operators.
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The altitude or flight level instructions in an ATC clearance normally require that a pilot
"MAINTAIN" the altitude or flight level at which the flight will operate when in controlled
airspace. Altitude or flight level changes while en route should be requested prior to the time
the change is desired.
The term "CRUISE" may be used instead of "MAINTAIN" to assign a block of airspace to a
pilot from the minimum IFR altitude up to and including the altitude specified in the cruise
clearance. The pilot may level off at any intermediate altitude within this block of airspace.
Climb/descent within the block is to be made at the discretion of the pilot. However, once the
pilot starts descent and verbally reports leaving an altitude in the block, the pilot may not
return to that altitude without additional ATC clearance.
When given climb or descend clearance, ATC expect to comply immediately unless the
words AT PILOT DISCRETION is included in the clearance.
The term "AT PILOT'S DISCRETION" included in the altitude information of an ATC
clearance means that ATC has offered the pilot the option to start climb or descent when the
pilot wishes, is authorized to conduct the climb or descent at any rate, and to temporarily level
off at any intermediate altitude as desired. However, once the aircraft has vacated an altitude,
it may not return to that altitude.
When ATC has not used the term "AT PILOT'S DISCRETION" nor imposed any climb or
descent restrictions, pilots should initiate climb or descent promptly on acknowledgement of
the clearance. Descend or climb at an optimum rate consistent with the operating
characteristics of the aircraft to 1,000 feet above or below the assigned altitude, and then
attempt to descend or climb at a rate of between 500 and 1,500 fpm until the assigned
altitude is reached. If at anytime the pilot is unable to climb or descend at a rate of at least
500 feet a minute, advise ATC. If it is necessary to level off at an intermediate altitude during
climb or descent, advise ATC, except when leveling off at 10,000 feet MSL on descent, or
2,500 feet above airport elevation (prior to entering a Class C or Class D surface area), when
required for speed reduction.
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Vacating previously assigned altitude/flight level for a newly assigned altitude/flight level
MUST be reported to ATC. Reaching an assigned altitude/flight level is not subject to a
report.
Clearance to descend via authorizes the pilot to vertically and laterally navigate on the
depicted procedure (i.e. STAR), meeting all published restrictions (altitudes crossing, speed,
unless otherwise advised).
Pilots cleared for vertical navigation using the phraseology descend via, shall inform ATC
upon initial contact with a new frequency.
Whenever an aircraft has been cleared to a fix other than the destination airport and delay is
expected, ATC will issue
If a holding pattern is charted and the controller doesn't issue complete holding instructions,
the pilot is expected to hold as depicted on the appropriate chart. When the pattern is
charted, the controller may omit all holding instructions except the charted holding direction
and the statement AS PUBLISHED, e.g., "HOLD EAST AS PUBLISHED." Controllers shall
always issue complete holding instructions when pilots request them.
If no holding pattern is charted and holding instructions have not been issued, the pilot should
ask ATC for holding instructions prior to reaching the fix.
If unable to obtain holding instructions prior to reaching the fix (due to frequency congestion,
stuck microphone, etc.), hold in a standard pattern on the course on which you approached
the fix and request further clearance as soon as possible. In this event, the altitude/flight level
of the aircraft at the clearance limit will be protected so that separation will be provided as
required.
Entering the hold, when an aircraft is 3 minutes or less from a clearance limit and a clearance
beyond the fix has not been received, the pilot is expected to start a speed reduction so that
the aircraft will cross the fix, initially, at or below the maximum holding airspeed.
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Expect to receive landing clearance with one or more aircraft ahead of you on the approach.
This means that you are cleared to land in sequence, if its safe to do so. At night-time, extra
vigilance is required.
Typical clearance - Qatari eighty three heavy, Newark tower, number three, runway 22 right,
cleared to land.
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3.6.14 HOLDING
Note: Refer to Jeppesen text manual, Air Traffic Control US, section 5.3.7
Right turns.
Up to 6000ft 200
3.6.14.3 Timing
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No critical area protection is provided when the ceiling is at or above 800ft and/or visibility
2statue miles (SM). Crews should therefore be cautious of localizer and glide-path signals
under these weather conditions.
If planning a coupled approach or an autoland under these conditions, advise the tower.
Note: When the ceiling is less than 200 feet and/or the visibility is RVR 2,000 or less,
vehicle and aircraft operations in or over the area are not authorized when an
arriving aircraft is inside the ILS MM.
Parallel approaches are an ATC procedure permitting parallel ILS approaches to airports
having parallel runways separated by at least 2,500 feet between centerlines. Aircraft will be
given staggered separation from other aircraft on the adjacent localizer.
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Airport having parallel runways may operate a system of simultaneous approaches to both
runways.
Airport Requirement
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Essentially the same as ILS servicing each Runway, except for 1) Missed Approach
procedure and 2) Missed Approach point. ATC may conduct instrument approaches
simultaneously to converging Runways; i.e. Runways having an included angle from
15 to 100 degrees.
Missed Approach Points must be at least 3 miles apart and missed approach
procedures ensure that missed approach protected airspace does not overlap.
ATC may authorize an approach to one runway, followed by a side-step maneuver to land on
an adjacent parallel runway. The runway should be separated by 1200ft or less (Newark).
Note: Side step minima are flown to a MDA regardless of the approach authorized.
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Qatar Airways is NOT AUTHORIZED to conduct LAHSO operations at any US airport as per
US OPS SPEC, section A004, A027.
If ATIS advise that LAHSO operations are in use, advise ATC UNABLE TO PARTICIPATE
upon first contact. If offered LAHSO by ATC, do not accept under any circumstances.
Land and Hold Short Operations are operations that include landing and holding short of an
intersecting runway, intersecting taxiway or some other designated point on the runway.
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As the majority of ground control frequencies are in, 121.6-121.9 MHZ bandwidth controllers
may omit the number preceding decimal point, ie 121.7, Contact ground on point seven
After landing, do not change from tower to ground control until directed by the controller.
Once clear of the runway, remain on the taxiway (clear hold position marking) used to
clear the runway until clearance is received to continue;
Note: A clearance from ATC to taxi to the RAMP authorizes the aircraft to cross all
runways and taxiway intersections. If unfamiliar with taxi route, request specific
taxi instructions.
Note: No ATC instructions received, clear the hold position marking associated with
landing runway, even if this requires aircraft to protrude into or cross another
taxiway, runway or ramp. Stop aircraft and wait for further instruction from ATC.
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When ATC clears an aircraft to taxi to an assigned take-off runway, the absences of holding
instruction, authorizes the aircraft to cross all runways that intersect the taxi route, except the
assigned take-off runway.
All runway hold short instructions must be read back to ATC when requested;
Violating taxi clearance especially Runway Incursions Pilots will be fined;
ATC may use the term Taxi into position and hold, which means taxi onto departure runway
in take-off position and hold. Pilots should anticipate an imminent take-off clearance. If any
delay in take-off clearance being given, question ATC.
When departures restrictions are required, ATC may issue instructions in the clearance:
HOLD & RELEASE Aircraft cannot depart using the release clearance until a
release time or additional instructions issued by ATC have been received;
Unless otherwise advised by tower (ground control), remain on frequency during taxi, then
change to tower frequency (without being instructed) when ready to request take-off
clearance.
Controllers may omit the departure control frequency if an assigned departure procedure has
a published frequency.
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Gate numbers are not issued by ground control. Contact the ground handler for gate
number.
The FAA Rescue and Fire Fighting category uses letters instead of numbers (ICAO). The
airport directory contained in Jeppesen will use letter for US airports.
ICAO FAA
1
2
3 A
4
5
6 B
7 C
8 D
9
E
10
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ATC - GENERAL
3.7.1.1 Introduction
A recent change to International Civil Aviation Organization (ICAO) Doc 4444 (PANS-ATM)
introduced revised procedures and phraseology associated with climb and descent
instructions issued to aircraft following a SID or a STAR.
The revised procedures introduced in ICAO Doc 4444 in November 2007 are as follows :
Aircraft on a SID
When a departing aircraft on a SID is cleared to climb to a level higher than the initially
cleared level or the level(s) specified in a SID, the aircraft shall follow the published verti-
cal profile of a SID, unless such restrictions are explicitly cancelled by ATC.
When the level restrictions are explicitly cancelled, the ICAO phraseology for a SID
(paragraph 12.3.1.2(z) of ICAO Doc 4444) is :
or
e.g. Jet 123 Climb to FL 100 level restrictions DEVAL 1G cancelled means that the air-
craft should climb directly to FL 100, ignoring the vertical profile of SID DEVAL 1G.
When the level restrictions are not explicitly cancelled, the ICAO phraseology for a
SID (paragraph 12.3.1.2(a) of ICAO Doc 4444) is :
CLIMB TO (level)
e.g. Jet 123 Climb to FL 100 means that the aircraft should follow the vertical profile of
SID DEVAL 1G to its completion and then climb to FL 100.
Aircraft on a STAR
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When the level restrictions are explicitly cancelled, the ICAO phraseology for a STAR
(paragraph 12.3.1.2(aa) of ICAO Doc 4444)
When the level restrictions are not explicitly cancelled, the ICAO phraseology for a
STAR (paragraph 12.3.1.2(a) of ICAO Doc 4444) is :
DESCEND TO (level)
e.g. Jet 123 Descend to 3000 feet means that the aircraft should follow the vertical pro-
file of STAR GOKUL 2J to its completion and then descend to 3000 feet.
In all other phases of flight a climb or descent instruction from ATC automatically
cancels any previous ATC instruction.
In the UK, for all stages of flight, instructions to climb or descend cancel any previous
restrictions, unless they are reiterated as part of that instruction. Additionally, for
aircraft on a SID, the word now will be added to climb clearances above the SID
profile.
e.g. Jet 123 climb now FL 120 means that the aircraft should climb directly to FL 120,
ignoring the vertical profile of SID.
In the UK, levels to be flown on STARs are as directed by Air Traffic Control (ATC),
although the relevant charts contain level information for planning purposes.
The revised ICAO procedures represent a significant change to the way crews are
expected to respond to climb/descend instructions whilst following a SID or a STAR.
There is a potential for confusion, which will have flight safety implications if these new
procedures are not followed correctly in each individual State.
It is recommend that, in the case of any doubt about the intention of a clearance;
crews should request clarification from ATC. If doubt arises when airborne, the
safest course of action will always be to follow the SID/STAR profile while seeking
clarification.
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I N T E NT I O N A L LY L E F T B L A N K
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DRIFT DOWN PROCEDURES
DRIFT DOWN PROCEDURES IN CASE OF DECOMPRESSION
The drift down procedures are applicable to aircraft equipped with minimum oxygen supply
of :
13 minutes : Applicable to ALL fleet, and
22 minutes : Applicable for A330 (except AFN and AFO), A340 and B777 aircraft.
Gaseous System : Applicable to A343 (AAH) only
4.1.2 Decompression 13 Minutes Oxygen Passenger Supply (applicable for All fleet)
The following routes are applicable in case of decompression with 13 minutes oxygen
passenger supply.
Doha to Delhi : from MOBAD via A453 ZDN G452 to ROVER.
Doha to Northern Europe (Route 1) from KATAG via R659, UP574, R654, UL124,
UR654, UG482, R807 to ULANA.
Doha to Northern Europe (Route 2) : from KATAG via R659, SYZ, T207 to ULDUS.
Northern Europe to Doha (Route 1) from SOROL via R11, UR654, UL124, R654,
UP574, R659 to KATAG.
Northern Europe to Doha (Route 2 ) : from ULDUS via T207, SYZ, R659 to KATAG.
Doha to Europe (Route 1) via Iran : from KATAG via R659, W3, UL223, UL124, UG81,
UL851, UW704 to SONAD.
Doha to Europe (Route 2) via Iran : from KATAG via R659, W3, UL223, UL124, UG81,
UL852 to SEHER.
Doha to Europe (Route 3) via Iran : from LAGSA via R659, SYZ, T207, SAV, R654,
ZAJ, UL125, TBZ, R660, ERZ, UL851 to TBN.
Doha to Europe (Route 4) via Iran : from MIDSI T202 DASDO UL223 UMH UL124 VAN
UL852 to CRM
Europe to Doha (Route1) via Iran : from CRM via UT34, UT36, G208, UL223, W3,
R659 to KATAG.
Europe to Doha (Route2) via Turkey : from ORMAN via UP975, EZS, UT36 to ULKEM.
Europe to Doha (Route 3) via Turkey : from TBN via UP146 GAGDI UR654 ZAJ R654
SAV T207 SYZ R659 to LAGSA.
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Europe to Doha (Route 4) via Iran : from CRM UT34 RENGI UT36 DERIL G208 UMH
UL223 DASDO T202 to MIDSI .
Doha to Tehran (Route 1): from KATAG via R659, UP574 to LARAB.
Doha to Tehran (Route 2): From KATAG via R659 SYZ UP574 ISN T206 to TRN.
Doha to Tehran (Route 3) : From KATAG via R659 SYZ T207 to SAV.
Tehran to Doha (Route 2): From SAV via T207 SYZ to KATAG.
4.1.2.1 Assumptions
All obstacles located 10 NM of either side of the route centerline have been considered,
based on a survey by Jeppesen using 20 NM corridor.
In case of in-flight turn back, 2.5 minutes are lost for the turn.
Maximum descend time is 5 minutes from Ceiling Flight Level to FL 180 at MMO/VMO.
Maximum descend time is 0.5 minutes from FL 180 to FL 140 at VMO.
Caution: High navigation accuracy is imperative to stay within the specified route corridor
in case of decompression.
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The following routes are applicable in case of decompression with 22 minutes oxygen
passenger supply.
Doha to North China via Pakistan : from KAREM via G325, B215 to HMI (A330, A340
and B777).
North China to Doha via Pakistan : from HMI via B215, G325 to KAREM (A330, A340
and B777).
4.1.3.1 Assumptions
All obstacles located within 5 NM of either side of the route centerline have been
considered, based on a survey by Jeppesen by using 10 NM corridor.
In case of in-flight turn back, 2.5 minutes are lost for the turn.
Maximum descend time is 2.5 minutes from ceiling flight level to FL 290 at MMO/VMO
Caution: High navigation accuracy is imperative to stay within the specified route corridor
in case of decompression.
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The following table provides the minimum oxygen supply as a function of Oxygen Pressure
and the number of PAX Masks in use.
All published decompression procedures for 13 minutes and 22 minutes oxygen supply
are applicable to this aircraft inclusive of Points of No Return PNRs. However, the
additional oxygen available in the gaseous system may be used to select a higher
cruising altitude for a longer period of time as per the table below.
For safety reasons, the total number of masks in use is equal to (Total PAX on board +
10% ) + Cabin Attendants.
ECAM PAX O2 Total Masks in use Flight time [min] Flight time [min]
Pressure [PSI] -Corrected- Cruise at FL270 Cruise at FL250
100 - 150 47 55
200 - 250 28 32
250 - 310 24 26
100 - 150 40 44
200 - 250 24 26
250 - 310 22 24
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4.1.4.1 Assumptions
In case of in-flight turn back, 2.5 minutes are lost for the turn.
Maximum descend time is 2.5 minutes from ceiling flight level to FL 270 at 5500ft/min
Caution: High navigation accuracy is imperative to stay within the specified route corridor
in case of decompression.
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(1) : In this example the scenario applies to occurrence of decompression after passing
OPNR 2 on the outbound leg from Doha.
(2) : The procedure to be followed has more than one choice of diversion airport. Flight
crew must assess the situation and select the most suitable option after executing
emergency descent to the initial cruise level. The option states the ICAO/IATA code
of the suggested diversion airport in BOLD letters in parentheses, followed by the
sequence of WPT-AWY-WPT as given in an ATC flight plan.
In this example, option 1 guides the a/c to the nearest en-route airport UDYZ,
option 2 to the nearest airport URMM in the direction of the route to the destination,
and option 3 to the destination airport, these options help pilots to select most
appropriate on the day.
(3) : Self explanatory.
(4) : Self explanatory.
(5) : As the PNRs are based on the most critical scenario in terms of obstacle clear-
ance, the time is a maximum for Passenger O2 requirements and a minimum for
terrain clearance requirements. Therefore, if the depressurization occurs far after/
before the PNR then these times may not be strictly applicable for terrain clear-
ance.
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(7) : The procedure to be followed has more than one choice of diversion airport. Flight
crew must assess the situation and select the most suitable option after executing
an emergency descent to the initial cruise level. The option states the IATA/ICAO
code of the suggested diversion airport in BOLD letters in parentheses, followed by
the sequence of WPT-AWY-WPT as given in an ATC flight plan.
In this example, two options are given to guide the a/c to the nearest suitable
en-route airports, UDYZ and UGTB, these options help pilots to select the most
appropriate airport on the day.
(8) : Self Explanatory
(9) : Self Explanatory
(10) : As the PNRs are based on the most critical scenario in terms of obstacle clearance,
the time is a maximum for Passenger O2 requirements and a minimum for terrain
clearance requirements. Therefore, if the depressurization occurs far after/before
the PNR then these times may not be strictly applicable for terrain clearance.
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Procedure version 2
Jeppesen Chart / Date: QTR9 / 11-Aug-2006.
Critical Sector: MOBAD via A453 ZDN G452 to ROVER
Points of Non Return ZDN = Zahedan VOR
DDPNR = 52 NM before SOKIR
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Procedure version 1
Jeppesen Chart / Date: QTR9 / 11-Aug-2006
Critical Sector: KAREM via G325 to PS
Points of Non Return HPNR 1 = 16 NM before KAREM
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Procedure version 2
Jeppesen Chart / Date: QTR10 / 11-Aug-2006.
Critical Sector: ROVER via G425 ZDN A453 to MOBAD
Points of Non Return DDPNR = 52 NM passing SOKIR
ZDN = Zahedan VOR
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Procedure version 1
Jeppesen Chart / Date: QTR10 / 11-Aug-2006
Critical Sector: PS via G325 to KAREM
Points of Non Return PNRI = 92 NM Passing ZB
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Procedure version 3
Jeppesen Chart / Date: QTR1/24-Oct-2008
Critical Sector: KATAG R659 SYZ T207 SAV R654 ZAJ UR654 MAGRI UN77
ADANO UN82 LAPTO R807/A234 MARAT
Points of Non Return TPNR 5 = 61 NM passing OBTUX
OPNR 2 = 11 NM before MAGRI
OPNR 3 = 3 NM passing ASELI
Remarks TBS/UGTB airport is not recommended for B777 aircraft
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Option 2:
Proceed to (KRR/URKK) via UN82 LAPTO R807/A234 MARAT R806
PELIR B947 TESMI B948 NZ B145 XT STAR, or
Option 3:
Proceed to (SIP/UKFF) via UN82 LAPTO R807/A234 MARAT R806 PELIR
B947 TESMI B948 NZ B948 KUTON B549 LIMAS A277 BETEG B491
GORNU W551 TOLBA SMF, or
Option 4:
Proceed to (DME/UUDD) via R807 BADKO B494 ALEGI R11 US R118 FE
DCT QO STAR, or
Via A234 KOLBA R11 US R118 FE DCT QO STAR
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL180 FL180 FL140 FL140 FL100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
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Procedure version 1
Jeppesen Chart / Date: QTR 1 / 30-Nov-2007
Critical Sector: KATAG R659 SYZ T207 ULDUS
Points of Non Return TPNR 5 = 61 NM after OBTUX
GOPDA = RNAV Waypoint
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Procedure version 3
Jeppesen Chart / Date: QTR2 / 24-Oct-2008
Critical Sector: SOROL R11/A233 GUSLI UM54 ADILA UN82 ADANO UN77
MAGRI UR654 ZAJ R654 SAV T207 SYZ R659 KATAG
Points of Non Return IPNR 1 = 6 NM passing GUSLI.
IPNR 2 = 25 NM passing MAGRI.
TPNR 5 = 61 NM before OBTUX
Remarks TBS/UGTB airport is not recommended for B777 aircraft
Option 3:
Return to (SIP/UKFF) via R11/A233(Note) MINPU R806 PELIR B947
TESMI B948 SM B491 GORNU W551 SMF,
Option 4:
Return to (DME/UUDD) via R11/A233(Note) SOROL R11 US R118 FE
DCT QO STAR.
PHASE DES TO FL CRZ - FL DES TO FL CRZ - FL CRZ - FL
180 180 140 140 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
Note: R11 is uni-directional from MINPU to GUSLI
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Option 2:
Proceed / Return to (TBS/UGTB) via UM54 (Note) LAGAS UN61 TBS.
Option 3:
Proceed / Return to (GYD/UBBB) via UM54 (Note) LAGAS UM747 LUSAL
B111 SAGIL START.
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL180 FL 180 FL 140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
Note: UM54 is unidirectional from GUSLI to SVN
Option 2:
Proceed / Return to (SYZ/OISS) via T207 SYZ.
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 180 FL 180 FL 140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
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Procedure version 1
Jeppesen Chart / Date: -
Critical Sector: KW 4A42E[4340.0N 04230.0E] 4A43E[4259.7N 04314.9E]
GUSLI UM54 ADILA UN82 ADANO UN77 MAGRI UR654 ZAJ
R654 SAV T207 SYZ R659 KATAG.
Points of Non Return IPNR 1 replaced by PNR 1T = 23 NM passing 4A42E
[4340.0N 4230.0E].
IPNR 2 = 25 NM passing MAGRI.
TPNR 5= 61 NM before OBTUX.
Remark PNR 1T is not defined in the FMS database
Option 2:
Return to (KRR/URKK) via 4A42E[4340.0N 04230.0E] KW MINPU R806
PELIR B947 TESMI B948 NZ STAR, or
Option 3:
Return to (SIP/UKFF) via 4A42E[4340.0N 04230.0E] KW MINPU R806
PELIR B947 TESMI B948 SM B491 GORNU W551 SMF,
Option 4:
Return to (DME/UUDD) via 4A42E[4340.0N 04230.0E] KW MINPU R11
US R118 FE DCT QO STAR.
PHASE DES TO FL CRZ - FL DES TO FL CRZ - FL CRZ - FL
180 180 140 140 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
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Procedure version 1
Jeppesen Chart / Date: QTR 2 / 30-Nov-2007
Critical Sector: ULDUS T207 SYZ R659 KATAG
Points of Non Return TUKLO = RNAV Waypoint
TPNR 5 = 61 NM before OBTUX
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Procedure version 1
Jeppesen Chart / Date: QTR 3 / 05-Oct-2007
Critical Sector: KATAG R659 SYZ W3 MESVI UL223 UMH UL124 VAN UL851
ERZ UW704 SONAD.
Points of Non Return EPNR 1 = 32 NM Passing MESVI
EPNR 2 = 86 NM Passing KRD
EPNR 3 = 37 NM Passing BONAM
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Procedure version 1
Jeppesen Chart / Date: QTR 3 / 05-Oct-2007
Critical Sector: KATAG R659 W3 UL223 UL124 UG81 UL852 SEHER
Points of Non Return EPNR 1 = 32 NM passing MESVI.
EPNR 2 = 86 NM passing KRD
EPNR 4 = 39 NM passing VAN
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Procedure version 1
Jeppesen Chart / Date: QTR 3 / 05-Oct-2007
Critical Sector: LAGSA R659 SYZ T207 SAV R654 ZAJ UL125 TBZ R660 ERZ
UL851 TBN
Points of Non Return TPNR 1 = 48 NM passing OBTUX.
PNR 2 = 20 NM passing ZAJ
PNR 3 = 50 NM passing DASIS
Remark Via the temporary route T207.
Option 2 :
Return to (DOH/OTBD) via R659 DOH.
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 180 FL 180 FL 140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
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Option 2 :
Proceed / Return to (KSY/LTCF) via R660 / L851 ERZ W27 KAR.
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 180 FL 180 FL 140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
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Procedure version 1
Jeppesen Chart / Date: -
Critical Sector: MIDSI T202 DASDO UL223 UMH UL124 VAN UL852 CRM.
Points of Non Return EPNR 1 = 32 NM passing MESVI.
EPNR 2 = 86 NM passing KRD
EPNR 4 = 39 NM passing VAN
Remark Via the temporary route T202.
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Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH.
FLIGHT DES TO CRZ - DES TO CRZ - DES -
PHASE FL 180 FL 180 FL 140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
(*) UL124 is unidirectional between BONAM and VAN.
(**) Check OM Part C and NOTAMs for operating hours.
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Option 2: Proceed / Return to (OITR) (**) via UL223 / UL124 (*) UMH.
FLIGHT DES TO CRZ - DES TO CRZ - DES -
PHASE FL 180 FL 180 FL 140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
(*) UL124 is unidirectional between BONAM and VAN.
(**) Check OM Part C and NOTAMs for operating hours.
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Procedure version 1
Jeppesen Chart / Date: QTR 4 / 05-Oct-2007
Critical Sector: CRM UT34 RENGI UT36 DERIL G208 UMH UL223 MESVI W3
SYZ R659 KATAG
Points of Non Return DPNR 1 = 32 NM passing RENGI
EPNR 2 = 86 NM before KRD
DPNR 3 = 10 NM passing MESVI
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Procedure version 1
Jeppesen Chart / Date: QTR 4 / 05-Oct-2007
Critical Sector: HAKAN UP975 EZS UT36 ULKEM
Points of Non Return SIV = VOR Navaid
Option 3 :
Proceed/Return to (ESB/LTAC) via UP975(*) ERGUN UW71 BUK
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 180 FL 180 FL 140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
(*) UP975 is unidirectional airway.
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Procedure version 1
Jeppesen Chart / Date: QTR 4 / 05-Oct-2007
Critical Sector: TBN UP146 GAGDI UR654 SAV T207 SYZ R659 LAGSA
Points of Non Return DPNR 5 = 50NM passing TBN
ZAJ = ZANJAN VOR
TPNR1 = 48NM before OBTUX.
Remark Via the temporary route T207.
Wind effect (head/tail) has been included in this procedure.
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Procedure version 1
Jeppesen Chart / Date: -
Critical Sector: CRM UT34 RENGI UT36 DERIL G208 UMH UL223 DASDO
T202 MIDSI
Points of Non Return DPNR 1 = 32 NM passing RENGI
EPNR 2 = 86 NM before KRD
DPNR 3 = 10 NM passing MESVI
Remark Via the temporary route T202.
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Procedure version 1
Jeppesen Chart / Date: QTR7 / 02-Nov-2007
Critical Sector: KATAG R659 UP574 LARAB
Points of Non Return TPNR = 11 NM Before ISN
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Procedure version 1
Jeppesen Chart / Date: QTR7 / 02-Nov-2007
Critical Sector: KATAG R659 SYZ T207 SAV
Points of Non Return TPNR 5 = 61 NM Passing OBTUX
Remark Via the temporary route T207
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Procedure version 1
Jeppesen Chart / Date: QTR7 / 02-Nov-2007
Critical Sector: KATAG R659 SYZ UP574 ISN T206 TRN
Points of Non Return TPNR = 11 NM before ISN
TPNR 2 = 51 NM Passing DAPOG
Remark Via the temporary route T206
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Procedure version 1
Jeppesen Chart / Date: QTR8 / 02-Nov-2007
Critical Sector: LARAB UP574 R659 KATAG
Points of Non Return TPNR = 11 NM Passing ISN
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Procedure version 1
Jeppesen Chart / Date: QTR8 / 02-Nov-2007
Critical Sector: SAV T207 SYZ KATAG
Points of Non Return TPNR 5 = 61NM before OBTUX
Remark Via the temporary route T207
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Procedure version 1
Jeppesen Chart / Date: QTR 7 / 02-Nov-2007
Critical Sector: KATAG R659 SYZ G663 RAMIL
Points of Non Return MPNR = 5 NM before NODLA
Option 2:
Proceed / Return to (SYZ/OISS) via G663 SYZ.
Option 3:
Return to (DOH/OTBD) via G663 SYZ R659 DOH.
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 180 FL 180 FL 140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
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Procedure version 1
Jeppesen Chart / Date: QTR 8 / 02-Nov-2007
Critical Sector: RAMIL G663 SYZ R659 KATAG
Points of Non Return MPNR = 5 NM Passing NODLA
Option 2:
Proceed / Return to (SYZ/OISS) via G663 SYZ.
Option 3:
Proceed to (DOH/OTBD) via G663 SYZ R659 DOH.
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 180 FL 180 FL 140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 7 Minutes 30 Minutes
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4.1.32 Decompression Doha - North China via B215 (A330 and A340)
Procedure version 1
Jeppesen Chart / Date: A330 : QTR 6 / 16 Feb 2007
A340 : QTR 14 / 16 Feb 2007
Critical Sector: KAREM via G325, B215 to HMI
Points of Non Return HPNR 1 =16 NM Before KAREM
HPNR 2 = 28 NM Passing GT
HPNR 3 = 98 NM Before URC
HPNR 4 = 60 NM Passing NUKTI
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Option 2:
Proceed /Return to (URC/ZWWW) via B215 using the following escape route:
From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0)
DCT TKSUN (N42 48.0 E088 40.0) DCT URC.
FLIGHT DES TO CRZ - DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 290 FL 290 FL 250 FL 250 FL 140 FL140 FL100
SPEED MMO/VMO VMO MMO/ VMO MMO/ VMO VMO
VMO VMO
TIME 5 11 30
Minutes Minutes Minutes
or
Return to (URC/ZWWW) via GREN2 DCT LIGHT DCT FKG B215 URC.
Option 2:
Return to (KHG/ZWSH) via B215 URC DCT TKSUN (N42 48.0 E088 40.0)
DCT FADJI (N42 00.0 E088 40.0) DCT MC (N41 38.9 E086 04.5) DCT
KCA B215 SCH A364 KHG.
or
Return to (KHG/ZWSH) via GREN2 DCT LIGHT DCT FKG B215 URC
DCT TKSUN (N42 48.0 E088 40.0) DCT FADJI (N42 00.0 E088 40.0) DCT
MC (N41 38.9 E086 04.5) DCT KCA B215 SCH A364 KHG.
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 250 FL 250 FL140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 16 Minutes 30 Minutes
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Option 2:
Proceed to (HET/ZBHH) via B215 YBL A596 SZ W32 KJ.
Option 3:
Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT OD.
FLIGHT DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 250 FL 250 FL140 FL 140 FL 100
SPEED MMO/VMO VMO VMO VMO VMO
TIME 16 Minutes 30 Minutes
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Jeppesen Chart / Date: A330: QTR 15/16 April 2009 Min Required Oxygen : 22 min
Applicable to Sector(s) PEK, KIX
Critical Sector: KALAT via G325 PURPA W112 to CHW
HPNR1 = 16 NM Before KAREM
HPNR2 = 28 NM Passing GT
HPNR5 = 55 NM Before HTN
Points of Non Return
HPNR6 = 10 NM Before NOLEP
HPNR7 = 100 NM Passing NOLEP
HPNR8 = 43 NM Before AKTOB
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Procedure version 2
Jeppesen Chart / Date: -
Critical Sector: KAREM G325 PURPA B215 HMI
Points of Non Return HPNR1 = 16 NM before KAREM.
BPNR1 = 22 NM Passing GT
HPNR3 = 98 NM before URC
HPNR4 = 60 NM passing NUKTI
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4.1.35 Decompression North China - Doha via B215 (A330 and A340)
Procedure version 1
Jeppesen Chart / Date: A330 : QTR 5 / 16 Feb 2007
A340 : QTR 13 / 16 Feb 2007
Critical Sector: HMI via B215, G325 to KAREM
Points of Non Return HPNR 4 = 60NM Before NUKTI
HPNR 3 = 98 NM Passing URC
HPNR 2 = 28 NM Before GT
HPNR 1 = 16 NM Passing KAREM
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Option 2:
Proceed /Return to (URC/ZWWW) via B215 using the following escape route:
From KCA DCT MC (N41 38.9 E086 04.5) DCT FADJI (N42 00.0 E088 40.0)
DCT TKSUN (N42 48.0 E088 40.0) DCT URC.
FLIGHT DES TO CRZ - DES TO CRZ - DES TO CRZ - CRZ -
PHASE FL 290 FL 290 FL 250 FL 250 FL 140 FL140 FL100
SPEED MMO/VMO VMO MMO/ VMO MMO / VMO VMO
VMO VMO
TIME 5 11 30
Minutes Minutes Minutes
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Jeppesen Chart / Date: A330: QTR 15/16 April 2009 Min Required Oxygen : 22 min
Applicable to Sector(s) PEK, KIX
Critical Sector: CHW via W112 PURPA G325 to KALAT
HPNR8 = 43 NM Passing AKTOB
HPNR7 = 100 NM Before NOLEP
HPNR6 = 10 NM Passing NOLEP
Points of Non Return
HPNR5 = 55 NM Passing HTN
HPNR2 = 28 NM Before GT
HPNR1 = 16 NM Passing KAREM
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Procedure version 2
Jeppesen Chart / Date: -
Critical Sector: HMI B215 PURPA G325 KAREM
Points of Non Return HPNR4 = 60 NM before NUKTI.
HPNR3 = 98 NM Passing URC
BPNR1 = 22 NM before GT
HPNR1 = 16 NM passing KAREM
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I N T E NT I O N A L LY L E F T B L A N K
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4.2.1 Introduction
In case of Engine failure en-route, the drift down procedure listed below should be
adhered to. The procedure is based on single engine operation; satisfying JAR-OPS
1.500 to ensure that:
A positive flight path gradient with at least 1,000 ft above all terrain and obstructions
along the route within 5 NM on either side of the intended track.
The aircraft must be able to continue the flight from the cruising altitude to an airport,
with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructions
along the route within 5 NM on either side of the intended track.
In case of Engine failure en-route, the drift down procedure listed below should be
adhered to. The procedure is based on one and two engine failure; satisfying JAR-OPS
1.505 to ensure that:
A positive flight path gradient with at least 1,500 ft above all terrain and obstructions
along the route within 5 NM on either side of the intended track.
The aircraft must be able to continue the flight from the cruising altitude to an airport,
with a net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructions
along the route within 5 NM on either side of the intended track.
Note: In the event of a two engine failure, to clear all the obstacles and to maintain
a positive flight path gradient, it might become necessary to reduce the gross
weight by utilizing the fuel jettison system to dump fuel. In this case the
procedure is provided with sufficient guideline.
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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE
If the engine fails passing the above point, descend and level off at drift down ceiling at Green
Dot speed with thrust at MCT, then descend to landing destination at speed of 0.82M / 300
kts / 250 kts with IDLE thrust.
If one or two engines fail(s) passing the above point, descend and level off at drift down
ceiling at Green Dot speed with thrust at MCT, then descend to landing destination at speed
of 0.82M / 300 kts / 250 kts with IDLE thrust. If the second engine fails and the gross weight is
above 295 000 kg it is mandatory to jettison fuel.
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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE
The drift down procedures in case of engine failure is only applicable for A330, A340 and
B777 aircraft.
Doha to North China via Pakistan : from GT G325 PURPA B215 to HMI.
North China to Doha via Pakistan : from HMI B215 PURPA G325 to GT.
Doha to North China via Russia : from KAMUD A468 B215 to HMI.
North China to Doha via Russia : from HMI B215 A468 to KAMUD.
All obstacles located within 5 NM of either side of the route centerline have been
considered, based on a survey by Jeppesen using 10 NM corridor;
Flight after engine failure must be performed at Green Dot Speed for Airbus aircraft and
Optimum Drift Down Speed for Boeing aircraft.
Temperature is ISA and no wind;
In case of in-flight turn back, 2.5 minutes are lost for the turn;
Anti-ice OFF.
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4.2.3 A330 : Engine out Drift Down Procedure Doha - North China via B215
Procedure version 1
Jeppesen Chart / Date: QTR 6 / 16 Feb 2007
Critical Sector: GT G325 PURPA B215 HMI to CHW
Points of Non Return HPNR 2 = 28 NM Passing GT
HPNR 4 = 60 NM Passing NUKTI
Option 1:
Proceed / Return to (URC/ZWWW) via B215 URC.
Option 2:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.
FLIGHT PHASE IN-FLIGHT TURN CRZ LRC GROSS DESCEND TO LAND IN
BACK DESCEND TO CEILING DESTINATION
DRIFT DOWN CEILING
SPEED Green Dot LRC 0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
THRUST MCT MCT IDLE
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Option1:
Proceed to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option2:
Proceed to (PEK/ZBAA) via A596 KM DCT PEK.
FLIGHT PHASE IN-FLIGHT TURN CRZ LRC GROSS DESCEND TO LAND IN
BACK DESCEND TO CEILING DESTINATION
DRIFT DOWN CEILING
SPEED Green Dot LRC 0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
THRUST MCT MCT IDLE
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4.2.4 A330 : Engine Out Drift Down Procedure Doha - North China via W112
Procedure version 0
Jeppesen Chart / Date: -
Critical Sector: KALAT via G325 PURPA W112 to CHW
HPNR2 = 28 NM Passing GT
Points of Non Return
HPNR9 = 16 NM Before AKTOB
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4.2.5 A330 : Engine out Drift Down Procedure North China - Doha via B215
Procedure version 1
Jeppesen Chart / Date: QTR 5 / 16 Feb 2007
Critical Sector: HMI B215 PURPA G325 to GT.
Points of Non Return HPNR 4 = 60 NM Before NUKTI
HPNR 2 = 28 NM Before GT
Option1:
Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option2:
Return to (PEK/ZBAA) via A596 KM DCT PEK.
FLIGHT PHASE IN-FLIGHT TURN CRZ LRC GROSS DESCEND TO LAND IN
BACK DESCEND TO CEILING DESTINATION
DRIFT DOWN CEILING
SPEED Green Dot LRC 0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
THRUST MCT MCT IDLE
Option 1:
Proceed / Return to (URC/ZWWW) via B215 URC.
Option 2:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.
FLIGHT PHASE IN-FLIGHT TURN CRZ LRC GROSS DESCEND TO LAND IN
BACK DESCEND TO CEILING DESTINATION
DRIFT DOWN CEILING
SPEED Green Dot LRC 0.82M / 300 kts / 250 kts
(3.06.30 pages 4-11)
THRUST MCT MCT IDLE
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4.2.6 A330 : Engine Out Drift Down Procedure North China - Doha via W112
Procedure version 0
Jeppesen Chart / Date: -
Critical Sector: CHW via W112 PURPA G325 KALAT
HPNR9 = 16 NM Passing AKTOB
Points of Non Return
HPNR2 = 28 NM Before GT
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4.2.7 A340-600 : Engine out Drift Down Procedure Doha - North China via B215
Procedure version 1
Jeppesen Chart / Date: QTR 14 / 16 Feb 2007
Critical Sector: KAREM G325 GT PURPA B215 B215 to HMI
Points of Non Return HPNR 2 = 28 NM Passing GT
HPNR 4 = 60 NM Passing NUKTI
Option 1:
Proceed / Return to (KHI/OPKC) via G325 PG P318S DOSTI M638 KC.
Option 2:
Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.
Option 3:
Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
FUEL JETTISON One Engine failure Jettison fuel to reach gross weight 316 500 kg.
Two Engine failure Jettison fuel to reach gross weight 316 500 kg.
FLIGHT PHASE IN-FLIGHT TURN CRZ LRC GROSS DESCEND TO LAND
BACK DESCEND TO CEILING IN DESTINATION
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE
4.2.8 A340-600 : Engine out Drift Down Procedure North China - Doha via B215
Procedure version 1
Jeppesen Chart / Date: QTR 13 / 16 Feb 2007
Critical Sector: HMI B215 PURPA G325 to KAREM
Points of Non Return HPNR 4 = 60 NM Before NUKTI
HPNR 2 = 28 NM Before GT
HPNR 1 = 16 NM Passing KAREM
Option 1:
Proceed / Return to (ZGC/ZLLL) via B215 YBL B330 JTA DCT ZGC.
Option 2:
Return to (PEK/ZBAA) via A596 KM DCT PEK.
Option 3:
Proceed / Return to (TYN/ZBYN) via B215 YBL YNC DARAN APOGO
TYN.
Option 4:
Proceed to (XIY/ZLXY) via B215 YBL B330 JTA G470 HO DCT SIA.
FUEL JETTISON One Engine failure Jettison not required.
Two Engine failure Jettison fuel to reach gross weight 328000 kg.
FLIGHT PHASE IN-FLIGHT TURN CRZ LRC GROSS DESCEND TO LAND
BACK DESCEND TO CEILING IN DESTINATION
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE
Option 1:
Proceed to (URC/ZWWW) via B215.
Option 2:
Proceed / Return to (KHG/ZWSH) via B215 SCH A364 KHG.
FUEL JETTISON One Engine failure Jettison fuel to reach gross weight 328 500 kg.
Two Engine failure Jettison fuel to reach gross weight 295 000 kg.
FLIGHT PHASE IN-FLIGHT TURN CRZ LRC GROSS DESCEND TO LAND
BACK DESCEND TO CEILING IN DESTINATION
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
Option 1:
Proceed / Return to (ISB/OPRN) via G325 ZB J160 TASUL KALGA RN.
Option 2:
Proceed / Return to (ISB/OPRN) via G325 HANGU J165 RN.
FUEL JETTISON One Engine failure Jettison fuel to reach gross weight 292 000 kg.
Two Engine failure Jettison fuel to reach gross weight 277 000 kg.
FLIGHT PHASE IN-FLIGHT TURN CRZ LRC GROSS DESCEND TO LAND
BACK DESCEND TO CEILING IN DESTINATION
DRIFT DOWN CEILING
ONE ENG LRC
0.82M / 300 kts / 250 kts
SPEED
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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE
4.2.9 B777 : Engine Out Drift Down Procedure Doha - North China via B215
Procedure version 2
Jeppesen Chart / Date: -
Critical Sector: PS G325 PURPA B215 SCH
Points of Non Return BPNR1 = 22 NM Passing GT
1) Due to high terrain elevation between PS and SCH and the
drift down capability of B773 aircraft, the maximum take off
Important Remark: weight (MTOW) permitted has been limited to 310 tonnes.
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DRIFT DOWN PROCEDURE IN CASE OF ENGINE FAILURE
4.2.10 B777 : Engine Out Procedure North China - Doha via B215
Procedure version 2
Jeppesen Chart / Date -
Critical Sector SCH B215 PURPA G325 PS
Points of Non Return BPNR2 = 42NM before GT
Remark The fuel Jettisoning is not required for B777-200
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TABLE OF CONTENTS
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TABLE OF CONTENTS
I N T E NT I O N A L LY L E F T B L A N K
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AIRPORTS
ADEQUATE AIRPORTS
Note : For the Bombardier-Challenger fleet, all adequate airports listed in this chapter
are considered adequate without limitation.
There is nothing to prevent pilots from considering airports that are not listed for diversion.
However, it is the responsibility of the Commander to ensure that the aircraft performance
requirements are met and the deviation from the prescribed criteria is justified under the
circumstances.
5.1.1.1 Assumptions
The assumptions used in the construction of the list of adequate airports are as follows :
Airport operations available H24 (unless otherwise noted). Approved permission for
operations outside published airport operating hours, where granted, is stated for
individual airports.
A turning loop or exit at the end of the runway is available unless the runway width is 60m
or better.
In an airport with more than one (1) runway, the runway that does not meet the above
criteria will then be omitted.
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ADEQUATE AIRPORTS
5.1.2 Example
(1) : The tables are organized by country in alphabetical order, with its associated the
FIRs.
(3) : Type of airport (ENRT = Enroute alternate, DEST = Destination, DALT = Destination
alternate).
(4) : Best Instrument Approach Procedures (IAP) serving that runway, NON means no
IAP available.
(5) : Displays only those runways that meet the criteria for at least one aeroplane type.
(6) : Lowest Landing Distance Available (LDA) of both runway ends (direction).
(7) : Represents the weight of the airplane in tons for the runway. MAX means maximum
structural take-off weight, NOT / N means not allowed due PCN and/or insufficient
movement areas. XXX means structural take-off weight not yet defined.
Note: The table in paragraph 5.1.3 is organised in the alphabetical order of Countries
and in 5.1.4 is organised in the alphabetical order of FIR codes.
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ADEQUATE AIRPORTS
ALGERIA DA 17
ARMENIA UD 18
AUSTRIA LO 19
AZERBAIJAN UB 19
AZORES LP 20
BAHRAIN OB 20
BANGLADESH VG 21
BELARUS UM 21
BELGIUM EB 22
BENIN DB 22
BRUNEI WB 22
BULGARIA LB 23
BURKINA FASO DF 23
CAMEROON FK 24
CANADA CZ 25
CHAD FT 29
CHINA ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY 29
COMOROS FM 33
CROATIA LD 34
CYPRUS LC 34
CZECH LK 34
DENMARK EK 35
DJIBOUTI HD 35
EGYPT HE 35
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ADEQUATE AIRPORTS
EQUATORIAL GUINEA FG 38
ESTONIA EE 38
ETHOPIA HA 39
FINLAND EF 39
FRANCE LF 40
GEORGIA UG 43
GERMANY ED 43
GHANA DG 46
GREECE LG 46
GREENLAND BG 48
HONG KONG VH 48
HUNGARY LH 49
ICELAND BI 49
INDIA VA - VE - VI - VO 50
INDONESIA WA - WI - WR 53
IRAN OI 55
IRELAND EI 57
ITALY LI 58
IVORY COAST DI 60
JAPAN RJ 60
JORDAN OJ 62
KAZAKHSTAN UA 63
KENYA HK 63
KUWAIT OK 64
KYRGYSTAN UA 64
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LAOS VL 64
LATVIA EV 64
LEBANON OL 65
LIBYA HL 65
LITHUANIA EY 66
LUXEMBOURG EL 66
MACAO VM 66
MACEDONIA LW 66
MADAGASCAR FM 67
MALAWI FW 67
MALAYSIA WB - WM 67
MALDIVES VR 69
MALI GA 69
MALTA LM 69
MAURITIUS FI 70
MOROCCO GM 70
MOZAMBIQUE FQ 71
MYANMAR VY 72
NAMIBIA FY 72
NEPAL VN 72
NETHERLANDS EH 73
NIGER DR 73
NIGERIA DN 73
NORWAY EN 75
OMAN OO 76
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ADEQUATE AIRPORTS
PAKISTAN OP 76
PHILIPPINES RP 78
POLAND EP 80
PORTUGAL LP 80
QATAR OT 81
REUNION FM 81
ROMANIA LR 82
RUSSIA UL - UR - UU - UW 82
SAUDIA ARABIA OE 84
SERBIA - MONTENEGRO LY 86
SEYCHELLES FS 87
SINGAPORE WS 87
SLOVAKIA LZ 88
SLOVENIA LJ 88
SOUTH AFRICA FA 88
SOUTH KOREA RK 89
SPAIN LE 90
SRI LANKA VC 94
SUDAN HS 94
SWEDEN ES 95
SWITZERLAND LS 96
SYRIA OS 97
TAIWAN RC 97
TANZANIA HT 98
THAILAND VT 98
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TOGO DX 100
TUNISIA DT 100
TURKEY LT 101
TURKMENISTAN UT 103
UGANDA HU 104
UKRAINE UK 104
UZBEKISTAN UT 121
VIETNAM VV 122
YEMEN OY 122
ZAMBIA FL 123
ZIMBABWE FV 123
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BG GREENLAND 48
BI ICELAND 49
CZ CANADA 25
DA ALGERIA 17
DB BENIN 22
DG GHANA 46
DI IVORY COAST 60
DF BURKINA FASO 23
DN NIGERIA 73
DR NIGER 73
DT TUNISIA 100
DX TOGO 100
EB BELGIUM 22
ED GERMANY 43
EE ESTONIA 38
EF FINLAND 39
EH NETHERLANDS 73
EI IRELAND 57
EK DENMARK 35
EL LUXEMBOURGH 66
EN NORWAY 75
EP POLAND 79
ES SWEDEN 95
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AIRPORTS
ADEQUATE AIRPORTS
EV LATVIA 64
EY LITHUANIA 66
FA SOUTH AFRICA 88
FG EQUATORIAL GUINEA 38
FK CAMEROON 24
FI MAURITIUS 70
FL ZAMBIA 123
FM COMOROS 33
FM MADAGASCAR 67
FM REUNION 81
FQ MOZAMBIQUE 71
FS SEYCHELLES 87
FT CHAD 29
FV ZIMBABWE 123
FW MALAWI 67
FY NAMIBIA 72
GA MALI 69
GM MOROCCO 70
HA ETHOPIA 39
HD DJIBOUTI 35
HE EGYPT 35
HK KENYA 63
HL LIBYA 65
HS SUDAN 94
HT TANZANIA 98
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ADEQUATE AIRPORTS
HU UGANDA 104
LB BULGARIA 23
LC CYPRUS 34
LD CROATIA 34
LE SPAIN 90
LF FRANCE 40
LG GREECE 46
LH HUNGARY 49
LI ITALY 58
LJ SLOVENIA 88
LK CZECH 34
LM MALTA 69
LO AUSTRIA 19
LP AZORES 20
LP PORTUGAL 80
LR ROMANIA 82
LS SWITZERLAND 96
LT TURKEY 101
LW MACEDONIA 66
LY SERBIA - MONTENEGRO 86
LZ SLOVAKIA 88
OB BAHRAIN 20
OE SAUDIA ARABIA 84
OI IRAN 55
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AIRPORTS
ADEQUATE AIRPORTS
OJ JORDAN 62
OK KUWAIT 64
OL LEBANON 65
OO OMAN 76
OP PAKISTAN 76
OS SYRIA 97
OT QATAR 81
OY YEMEN 122
RC TAIWAN 97
RJ JAPAN 60
RK SOUTH KOREA 89
RP PHILIPPINES 78
UA KAZAKHSTAN 63
UB AZERBAIJAN 19
UD ARMENIA 18
UG GEORGIA 43
UK UKRAINE 104
UL - UR - UU - UW RUSSIA 82
UM BELARUS 21
UT TURKMENISTAN 103
UT UZBEKISTAN 121
VA - VE - VI - VO INDIA 50
VC SRI LANKA 94
VG BANGLADESH 21
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VH HONG KONG 48
VL LAOS 64
VM MACAO 66
VN NEPAL 72
VR MALDIVES 69
VT THAILAND 98
VV VIETNAM 122
VY MYANMAR 72
WA - WI - WR INDONESIA 53
WB BRUNEI 22
WB - WM MALAYSIA 67
WS SINGAPORE 87
ZB - ZG -ZH - ZL - ZP - ZS - ZU - ZW - ZY CHINA 29
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ALGERIA (DA)
DAAG 9
DEST
Algiers
CIR / ILS 05/23 3500 272/270 319 247 207/206 169/MAX MAX
ILS / VOR 09/27 3500 279/277 327 255 213/212 MAX MAX
DAAT 7
ENRT
Tamanraset
VOR / CIR 02/20 3600 324/320 350 MAX 230/229 MAX MAX
ILS / CIR 08/26 3100 314/312 329 260 217/215 MAX MAX
DABB 8
ENRT
Annaba
CIR / ILS 01/19 2900 247/245 287 221 188/186 151/153 MAX
CIR / VOR 05/23 2290 NOT NOT 160 149/148 117/119 MAX
DABC 8
DALT
Constantine
CIR / VOR 16/34 3000 317/314 364 MAX MAX MAX MAX
NON / ILS 14/32 2400 227/276 312 241 202/201 158/160 MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
DAOO 8
DALT
Oran
CIR / ILS 07/25 3000 MAX MAX MAX MAX MAX MAX
DAUG 7
ENRT
Ghardaia
NON / ILS 12/30 3100 300/298 323 253 211/210 MAX MAX
NON / NDB 18/36 2400 224/220 204 174 152/151 128/130 71/69
DAUH 7
ENRT
Hassi Messaoud
ILS / VOR 01/19 3000 MAX MAX MAX MAX MAX MAX
ARMENIA (UD)
UDYZ 7
ENRT
Yerevan-Zvartnots
ILS / CIR 09/27 3850 325/322 368 MAX MAX MAX MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
AUSTRIA (LO)
LOWG 9
DALT
Graz
VOR / ILS 17C/35C 2740 264/261 301 MAX MAX MAX MAX
LOWW 9
DEST
Vienna
ILS / ILS 11/29 3500 319/316 306 258 214/212 MAX MAX
ILS / ILS 16/34 3600 MAX MAX MAX MAX MAX MAX
AZERBAIJAN (UB)
UBBB 7
ENRT
Baku
ILS / ILS 16/34 2700 264/261 307 245 205/203 157/160 MAX/80
ILS / ILS 18/36 3065 MAX MAX MAX MAX MAX MAX
UBBN 7
ENRT
Nakchivan
ILS / ILS 14R/32L 3186 MAX MAX MAX MAX MAX MAX
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ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
AZORES (LP)
LPAZ 5
ILS / VOR 18/36 3048 MAX 340 MAX MAX MAX MAX
LPLA 9
ENRT
Lajes
ILS / ILS 15/33 3312 337/335 361 MAX MAX XXX MAX
LPPD 7*
CIR / ILS 12/30 2279 348/344 375 MAX MAX MAX MAX
BAHRAIN (OB)
OBBI 10
DEST
Bahrain
ILS / ILS 12L/30R 3657 MAX MAX MAX MAX MAX MAX
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COUNTRY (FIR)
ICAO RFF
Type
Airport Name
BANGLADESH (VG)
VGEG 7
DALT
Chittagong
VOR / ILS 05/23 2940 313/310 355 MAX MAX MAX MAX
VGZR 9
DEST
Dhaka
ILS / VOR 14/32 3200 MAX MAX MAX MAX MAX MAX
BELARUS (UM)
UMMS 8
DALT
Minsk
ILS / ILS 13/31 3640 268/264 312 249 208/206 159/163 MAX/82
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
BELGIUM (EB)
EBBR 9
DALT
Brussels
ILS / ILS 02/20 2767 MAX MAX MAX MAX MAX MAX
VOR / ILS 07L/20R 3338 MAX MAX MAX MAX MAX MAX
VOR / ILS 07R/25L 3089 MAX MAX MAX MAX MAX MAX
EBOS 9
ENRT
Ostend - Brugge
NDB / ILS 08/26 2785 NOT NOT NOT MAX MAX MAX
BENIN (DB)
DBBB 8
DALT
Contonou
VOR / ILS 06/24 2363 314/311 314 250 216/214 MAX MAX
BRUNEI (WB)
WBSB 9
ENRT
Bandar Seri Begawan
ILS / ILS 03/21 3658 325/322 343 MAX MAX MAX MAX
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 23
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
BULGARIA (LB)
LBBG 7
ENRT
Burggas
VOR / ILS 04/22 3200 297/294 349 MAX MAX MAX MAX
LBSF 7
ENRT
Sofia
VOR / ILS 09/27 3300 MAX MAX MAX MAX MAX MAX
LBWN 7
ENRT
Varna
ILS / VOR 09/27 2500 297/294 349 MAX MAX MAX MAX
DFFD 8
ENRT
Ouagadougou
ILS / VOR 04L/22R 3000 336/332 338 275 MAX MAX MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 24
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
CAMEROON (FK)
FKKD 8
ENRT
Douala
VOR / ILS 12/30 2850 292/289 308 243 213/210 165/160 MAX
FKKR 7
ENRT
Garoua
ILS / VOR 09/27 3285 NOT NOT XXX MAX MAX MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 25
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
CANADA (CZ)
CYEG 8
ENRT
Edmonton Intl
ILS / ILS 12/30 3109 334/332 MAX MAX MAX MAX MAX
ILS / ILS 02/20 3353 334/332 MAX MAX MAX MAX MAX
CYFB 5
ENRT
Iqaluit
NON / ILS 17/35 2621 MAX NOT NOT MAX MAX MAX
CYHZ 8
ENRT
Halifax
LOC / ILS 05/23 2682 MAX MAX MAX MAX MAX MAX
ILS / NON 14/32 2347 MAX MAX MAX MAX MAX MAX
CYQB 7*
ENRT
Quebec
CYXE 6
ENRT
Saskatoon
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OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 26
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
CYJT 6*
ENRT
Stephenville
NON / ILS 09/27 3048 MAX NOT MAX MAX XXX XXX
CYOW 7
Ottawa/Macdonald ENRT
Cartier Intl
ILS / LOC 07/25 2438 MAX NOT NOT MAX MAX MAX
VOR / ILS 14/32 3048 MAX NOT NOT MAX MAX MAX
CYQM 7*
ENRT
Moncton
NDB / ILS 11/29 2438 332 353 MAX 229/227 MAX MAX
CYQX 7*
ENRT
Gander
ILS / VOR 03/21 3108 MAX MAX MAX MAX MAX MAX
ILS / NON 13/31 2712 MAX MAX MAX MAX MAX MAX
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OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 27
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
CYUL 9
ENRT
Montreal
ILS / LOC 10/28 2134 MAX MAX MAX MAX MAX MAX
ILS / ILS 06L/24R 3353 MAX MAX MAX MAX MAX MAX
ILS / ILS 06R/24L 2926 305 376.5 MAX MAX MAX MAX
CYVR 9
ENRT
Vancouver
ILS / ILS 08L/26R 3030 334/332 MAX MAX MAX MAX MAX
ILS / ILS 08R/26L 3352 334/332 MAX MAX MAX MAX MAX
ILS / NON 12/30 2225 334/332 MAX MAX MAX MAX MAX
CYWG 7
ILS / ILS 13/31 2652 MAX NOT NOT MAX MAX MAX
ILS / ILS 18/36 3352 MAX NOT NOT MAX MAX MAX
CYYC 9
ENRT
Calgary Intl
ILS / ILS 10/28 2438 302/229 349 MAX 229/227 MAX MAX
ILS / ILS 16/34 3863 MAX MAX MAX 215/214 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 28
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
CYYR 8
ENRT
Goose Bay
ILS / NDB 08/26 3366 MAX MAX MAX MAX MAX MAX
NON / NON 16/34 2919 279 353 MAX MAX MAX MAX
CYYT 7*
ENRT
St. Johns
ILS / ILS 11/29 2591 MAX NOT NOT MAX MAX MAX
ILS / NDB 16/34 2135 MAX NOT NOT MAX MAX MAX
CYYZ 9
ENRT
Toronto / Pearson Intl
ILS / ILS 05/23 3242 MAX MAX MAX MAX MAX MAX
ILS / ILS 06L/24R 2896 MAX MAX MAX MAX MAX MAX
ILS / ILS 06R/24L 2743 MAX MAX MAX MAX MAX MAX
ILS / ILS 15L/33R 3368 MAX MAX MAX MAX MAX MAX
ILS / ILS 15R/33L 2591 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 29
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
CHAD (FT)
FTTJ 8
ENRT
Ndjamena
ILS / VOR 05/23 2800 306/303 345 273 226/225 MAX MAX
ZBAA 9
DEST
Beijing
ILS / ILS 01/19 3800 MAX MAX MAX MAX MAX MAX
ILS / ILS 18L/36R 3800 MAX MAX MAX MAX MAX MAX
ILS / ILS 18R/36L 3200 MAX MAX MAX MAX MAX MAX
ZBHH 7
ENRT
Hohhot
ILS / ILS 08/26 3600 265/268 NOT NOT 195/233 MAX MAX
ZBTJ 9
DALT
Tianjin
ILS / ILS 16/34 3200 MAX MAX MAX MAX MAX MAX
ZBYN 7
DALT
Taiyuan
ILS / ILS 13/31 3200 336/332 NOT NOT MAX MAX MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 30
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ZGGG 9
ENRT
Guangzhou
ILS / ILS 02L/20R 3600 MAX MAX MAX MAX MAX MAX
ILS / ILS 02R/20L 3600 MAX MAX MAX MAX MAX MAX
ZGSZ 9
DALT
Shenzhen
ILS / ILS 15/33 3400 333/329 MAX MAX MAX MAX MAX
ZHHH 7
ENRT
Wuhan
ILS / ILS 04/22 3400 342/335 NOT NOT MAX MAX MAX
ZLLL 7
ENRT
Lanzhou
ILS / ILS 18/36 3600 342/338 NOT NOT MAX MAX MAX
Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Level of
spoken English : Poor; Medical Fac : In the city.
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 31
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ZLXY 9
ENRT
Xian
ILS / ILS 05/23 3000 297/294 343 MAX MAX MAX MAX
Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : Limited for wide-body a/c; Fuel :
Jet A3; Level of spoken English : Poor; Medical Fac : In the city.
ZPPP 8
ENRT
Kunming
ILS / ILS 03/21 3400 283/279 329 267 221/219 168/MAX MAX/88
ZSAM 9
DALT
Xiamen
ILS / ILS 05/23 3050 MAX MAX MAX MAX MAX MAX
ZSFZ 9
DALT
Fuzhou
ILS / ILS 03/21 3600 MAX MAX MAX MAX MAX MAX
ZSHC 9
DALT
Hangzhou
ILS / ILS 07/25 3600 MAX MAX MAX MAX MAX MAX
ZSJN 9
DALT
Jianan
ILS / VOR 01/19 3600 MAX MAX MAX MAX MAX MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 32
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ZSNJ 8
DALT
Nanjing
ILS / ILS 06/24 3600 MAX MAX MAX MAX MAX MAX
ZSPD 9
DEST
Shanghai - Pudong
ILS / ILS 16/34 3800 MAX MAX MAX MAX MAX MAX
ILS / ILS 17L/35R 4000 MAX MAX MAX MAX MAX MAX
ILS / ILS 17R/35L 3400 MAX MAX MAX MAX MAX MAX
ZSSS 9
ILS / ILS 18/36 3200 339/335 MAX MAX MAX MAX MAX
ZUUU 8
ENRT
Chengdu
ILS / ILS 02/20 3600 MAX MAX MAX MAX MAX MAX
ZWSH 7
ENRT
Kashi
ILS / ILS 08/26 3200 MAX NOT NOT MAX MAX MAX
Note : Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c;
Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city.
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 33
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ZWTN 6
ENRT
Hotan
VOR / ILS 11/29 3200 272 / 268 316 254 212 / 209 162 / MAX MAX / 83
Note : Optg Hrs : H24 ATC / RFF (Unkn) / FUEL; Gnd Svcs : Limited for wide-body a/c;
Fuel : Jet A3; Level of spoken English : Poor; Medical Fac : In the city. Rmk :
Exercise caution on twys.
ZWWW 9
ENRT
Urumqi
ILS / ILS 07/25 3600 MAX MAX MAX MAX MAX MAX
ZYTL 8
DALT
Dalian
ILS / ILS 10/28 3100 MAX MAX MAX MAX MAX MAX
ZYTX 8
ENRT
Shenyang
ILS / ILS 06/24 3200 303/300 357 MAX MAX MAX MAX
COMOROS (FM)
FMCH 7
ENRT
Moroni
ILS / CIR 02/20 2900 NOT NOT NOT MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 34
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
CROATIA (LD)
LDZA 6*
ENRT
Zagreb
ILS / ILS 05/23 3252 MAX NOT NOT MAX MAX MAX
CYPRUS (LC)
LCLK 8
DALT
Larnaca
VOR / ILS 04/22 2810 284/282 332 260 216/215 MAX MAX
LCPH 7
ENRT
Pafos
VOR / ILS 11/29 2700 MAX NOT NOT MAX MAX MAX
LKPR 9
ENRT
Prague
ILS / ILS 06/24 3715 303/300 357 MAX MAX MAX MAX
VOR / ILS 13/31 3250 193/191 201 176 153/152 119/121 MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 35
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
DENMARK (EK)
EKCH 9
ENRT
Copenhagen Kastrup
ILS / ILS 04L/22R 3000 350 MAX MAX MAX MAX XXX
ILS / ILS 04R/22L 3300 350 MAX MAX MAX MAX XXX
ILS / ILS 12/30 2395 350 MAX MAX MAX MAX XXX
DJIBOUTI (HD)
HDAM 7
DALT
Djibouti
VOR / ILS 09/27 2928 325/322 368 MAX MAX MAX MAX
EGYPT (HE)
HEAR 7
ENRT
Elarish
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OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 36
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
HEAT 7
ENRT
Asyut
NON / VOR 13/31 3019 NOT NOT XXX 175/172 137/XXX MAX/82
HEAX 7
DEST
Alexandria
VOR / VOR 04/22 2201 NOT NOT NOT NOT NOT MAX/80
HEBA 8
DALT
Alexandria Borg El
Arab
NON / ILS 14/32 3400 319/316 322 258 222/220 MAX MAX
HECA 9
DEST
Cairo
ILS / ILS 05L/23R 3301 MAX MAX MAX MAX MAX MAX
ILS / ILS 05C/23C 3999 MAX MAX MAX MAX MAX MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 37
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
HEGN 9
DALT
Hurghada
CIR / ILS 16/34 3700 325/322 343 MAX MAX MAX MAX
HELX 9
DEST
Luxor
VOR / ILS 02/20 3000 289/286 353 MAX MAX MAX MAX
HEMA 7
ENRT
Marsa Alam
VOR / VOR 15/33 3000 NOT NOT XXX MAX/230 MAX MAX
HEOW 5
ENRT
Shark El Oweinat
NDB / NON 01/19 3500 NOT NOT XXX MAX MAX MAX
HESH 9
DALT
Sharm El Sheikh
ILS / CIR 04L/22R 3081 MAX 361 MAX MAX MAX MAX
VOR / NON 04R/22L 3081 MAX 361 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 38
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
HESN 9
DALT
Aswan
VOR / ILS 17/35 3402 340/336 342 MAX MAX MAX MAX
HETB 7
ENRT
Taba
VOR / NON 04/22 4000 NOT NOT XXX MAX MAX MAX
EQUATORIAL GUINEA(FG)
FGSL 8
ENRT
Malabo
VOR / ILS 05/23 2940 MAX MAX MAX MAX MAX MAX
ESTONIA (EE)
EETN 7
DALT
Tallinn
ILS / ILS 08/26 2820 NOT NOT XXX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 39
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ETHOPIA (HA)
HAAB 9
ENRT
Addis Abeba
CIR / ILS 07R/25L 3440 334 355 MAX MAX MAX MAX
CIR / ILS 07L/25R 3325 247/245 304 207 185/180 148/143 MAX
HADR* 7
ENRT
Dire Dawa
VOR / CIR 15/33 2700 NOT NOT NOT NOT NOT NOT
FINLAND (EF)
EFHK 9
DALT
Helsinki - Vantaa
ILS / ILS 04R/22L 3200 MAX MAX MAX MAX MAX MAX
ILS / ILS 04L/22R 3000 MAX MAX MAX MAX MAX MAX
ILS / VOR 15/33 2901 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 40
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
EFKE 7
ENRT
Kemi - Torino
ILS / NDB 18/36 2509 NOT NOT NOT NOT MAX XXX
EFTU 5
ENRT
Turku
VOR / ILS 08/26 2500 MAX MAX MAX MAX MAX MAX
FRANCE (LF)
LFBD 7
ENRT
Bordeaux
VOR / ILS 05/23 3100 MAX MAX MAX MAX MAX MAX
VOR / ILS 11/29 2415 274/272 308 237 199/198 156/158 MAX/90
LFBO 8
ENRT
Toulouse
ILS / ILS 14R/32L 3500 MAX MAX MAX MAX MAX MAX
ILS / ILS 14L/32R 3000 324/321 339 270 224/222 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 41
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LFKB 7
ENRT
Bastia
CIR / ILS 16/34 2520 NOT NOT XXX 143 143/XXX MAX
LFLL 8
ENRT
Lyon
ILS / ILS 18L/36R 2670 MAX MAX MAX MAX MAX MAX
VOR / ILS 18R/36L 4000 319/317 334 265 220/218 MAX MAX
LFMN 8
ENRT
Nice Cote Dazur
ILS / LOC 04L/22R 2570 MAX MAX MAX MAX MAX MAX
ILS / LOC 04R/22L 2960 MAX MAX MAX MAX MAX MAX
LFPG 9
DEST
Paris - Charles De-
Gaulle
ILS / ILS 08L/26R 3615 MAX MAX MAX MAX MAX MAX
ILS / ILS 08R/26L 2700 273/270 341 MAX MAX MAX MAX
ILS / ILS 09L/27R 2700 344/341 MAX MAX MAX MAX MAX
ILS / ILS 09R/27L 3600 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 42
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LFPO 9
DALT
Paris - Orly
ILS / ILS 06/24 3350 MAX MAX MAX MAX MAX MAX
VOR / ILS 08/26 2885 315/312 MAX MAX MAX MAX MAX
ILS / CIR 02/20 2400 278/276 MAX 348 MAX/231 MAX MAX
Note : Arrivals 06:20 to 23:29hrs LT; Departures 06:00 to 23:19hrs LT. Outside these
hours, airport is not available.
LFQQ 7
ENRT
Lille
VOR / ILS 08/26 2545 272/268 304 255 212/209 161/164 MAX/83
LFRS 7*
ENRT
Nates - Nates/Atlan-
tique
ILS / VOR 03/21 3690 259/257 288 222 188/187 148/150 MAX/85
LFSB 7*
DALT
Basle - Mulhouse
ILS / CIR 15/33 3900 310/305 365 MAX MAX MAX MAX
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 43
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
GEORGIA (UG)
UGTB 7
ENRT
Tibilisi
ILS / ILS 13R/31L 3000 254/251 274 218 185/186 150/154 70/68
GERMANY (ED)
EDDB 9
DALT
Berlin - Scohefeld
ILS / ILS 07/25 3000 MAX MAX MAX MAX MAX MAX
EDDC 8
DALT
Dresden
ILS / ILS 04/22 2508 MAX MAX MAX MAX MAX MAX
EDDF 10
DEST
Frankfurt - Main
ILS / ILS 07L/25R 4000 MAX MAX MAX MAX MAX MAX
ILS / ILS 07R/25L 4000 MAX MAX MAX MAX MAX MAX
EDDH 9
ENRT
Hamburg
ILS / ILS 05/23 2952 MAX MAX MAX MAX MAX MAX
ILS / LLZ 15/33 3220 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 44
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
EDDK 10
DALT
Cologne - Bonn
NON / ILS 06/24 2459 260/257 303 242 202/200 160/158 MAX/79
ILS / ILS 14L/32R 3815 MAX MAX MAX MAX MAX MAX
EDDL 9
DALT
Dusseldorf
ILS / ILS 05R/23L 2700 MAX MAX MAX MAX MAX MAX
ILS / ILS 05L/23R 2400 MAX MAX MAX MAX MAX MAX
EDDM 9
DEST
Munich
ILS / ILS 08L/26R 4000 MAX MAX MAX MAX MAX MAX
ILS / ILS 08R/26L 4000 MAX MAX MAX MAX MAX MAX
EDDN 8
DALT
Nurnberg
ILS / ILS 10/28 2700 MAX MAX MAX MAX MAX MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 45
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
EDDP 8
DALT
Leipzig
ILS / ILS 08L/26R 3600 MAX MAX MAX MAX MAX MAX
ILS / ILS 08R/26L 3600 302/300 MAX/373 MAX MAX MAX MAX
EDDS 10
DALT
Stuttgart
ILS / ILS 07/25 3045 302/300 379 MAX MAX MAX MAX
EDDT 8
DEST
Berlin - Tegel
ILS / ILS 08L/26R 3023 MAX MAX MAX MAX MAX MAX
ILS / ILS 08R/26L 2324 MAX MAX MAX MAX MAX MAX
EDDV 8
DALT
Hannover
DME / ILS 09L/27R 3200 320/317 380 MAX MAX MAX MAX
ILS / ILS 09R/27L 2304 320/317 380 MAX MAX MAX MAX
EDFH 9
DALT
Frankfurt - Hahn
ILS / ILS 03/21 2745 331/329 375 MAX MAX MAX MAX
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OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 46
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
GHANA (DG)
DGAA 9
DALT
Accra
VOR / ILS 03/21 3403 MAX MAX MAX MAX MAX MAX
GREECE (LG)
LGAL 7
ENRT
Alexandroupolis
VOR / CIR 07/25 2600 NOT NOT XXX 188 MAX MAX/90
LGAV 9
DEST
Athens
ILS / ILS 03L/21R 3500 MAX MAX MAX MAX MAX MAX
ILS / ILS 03R/21L 3700 MAX MAX MAX MAX MAX MAX
LGIR 8
DALT
Iraklion
CIR / VOR 09/27 2237 238/235 228 188 162/160 135/130 MAX/75
LGKF 6
ENRT
Kefallinia
CIR / VOR 14/32 2160 262/261 294 226 191/190 150/152 MAX/86
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 47
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LGKO 8
ENRT
Kos
VOR / VOR 14/32 2400 314/311 336 266 221/219 159/162 MAX / 81
LGKV 7
ENRT
Kavala
VOR / VOR 05R/23L 3000 314/311 336 266 221/219 MAX MAX
LGRP 8
DALT
Rodos
VOR / ILS 07/25 3305 MAX MAX MAX MAX MAX MAX
LGTS 8
DALT
Thessaloniki
ILS / NON 10/28 2440 256/255 260 207 177/176 147/149 MAX/78
ILS / VOR 16/34 2410 256/255 260 207 177/176 147/149 MAX/81
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 48
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
GREENLAND (BG)
BGSF 5
**Kangerlussuaq
Optg Hrs Mon-Sat ENRT
Summer 1100-2000z
Winter 1000-1900z
NDB / NON 10/28 2810 MAX MAX MAX MAX MAX MAX
VHHH 10
DEST
Hong Kong
ILS / ILS 07R/25L 3640 MAX MAX MAX MAX MAX MAX
ILS / ILS 07L/25R 3627 MAX MAX MAX MAX MAX MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 49
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
HUNGARY (LH)
LHBP 9
DALT
Budapest
ILS / ILS 13L/31R 3707 342/338 MAX MAX MAX MAX MAX
ILS / ILS 13R/31L 3010 342/338 MAX MAX MAX MAX MAX
ICELAND (BI)
BIEG 5*
ENRT
**Egilsstadir
BIKF 9
ENRT
Keflavik
ILS / ILS 02/20 3048 MAX 355 MAX MAX MAX MAX
ILS / ILS 11/29 3052 MAX 357 MAX MAX MAX MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 50
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
VAAH 9
DEST
Ahmedabad
VOR / ILS 05/23 3505 333/331 349 MAX 231/229 MAX MAX
VABB 9
DEST
Mumbai
ILS / ILS 09/27 2963 MAX MAX MAX MAX MAX MAX
ILS / VOR 14/32 2517 MAX MAX MAX MAX MAX MAX
VANP 8
ENRT
*Nagpur
VOR / ILS 14/32 3200 324/321 316 249 214/209 MAX MAX
VECC 8
DALT
Kolkata
ILS / ILS 01R/19L 3200 MAX MAX MAX MAX MAX MAX
VERC 6
ENRT
Ranchi
VOR / ILS 13/31 2424 NOT NOT XXX 163 129/XXX MAX/78
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 51
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
VIDP 9
DEST
Delhi
VOR / ILS 09/27 2661 MAX MAX MAX MAX MAX MAX
ILS / ILS 10/28 3810 MAX MAX MAX MAX MAX MAX
ILS / ILS 11/29 2820 MAX MAX MAX MAX MAX MAX
VIJP 7
DALT
Jaipur
VOR / ILS 09/27 2797 NOT NOT NOT MAX / NOT MAX MAX
VILK 6
DALT
Lucknow
VOR / ILS 09/27 2585 NOT NOT NOT NOT NOT MAX
VOBL 9
DEST
Bangalore
ILS / ILS 09/27 4000 MAX MAX MAX MAX MAX MAX
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 52
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
VOCB 6
ENRT
Coimbatore
CIR / ILS 05/23 2290 265/264 203 256 173/172 143/145 MAX/81
VOCI 8*
DEST
Cochin
VOR / ILS 09/27 3400 340/336 367 MAX MAX MAX MAX
Note : RFF upgradeable to RFF CAT 9 upon request.
VOCL 8*
DEST
Calicut
VOR / ILS 10/28 2860 347/342 363 MAX MAX MAX MAX
VOHS 10
DEST
Hyderabad
ILS / ILS 09/27 4260 MAX MAX MAX MAX MAX MAX
VOMM 9
DEST
Chennai
ILS / ILS 07/25 3658 MAX MAX MAX MAX MAX MAX
VOTV 8
DEST
Thiruvanthapuram
VOR / ILS 14/32 2992 310/307 333 263 226/223 MAX MAX
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INSTRUCTIONS AND INFORMATION PAGE 53
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
WAAA 8
ILS / NON 13/31 2500 NOT NOT 256 223/220 MAX MAX
WADD 9
DEST
Bali
VOR / ILS 09/27 3000 MAX 380 MAX MAX MAX MAX
WARQ 8
DALT
Solo
CIR / ILS 08/26 2500 319/316 337 273 224/222 MAX MAX
WARR 8
DALT
Surabaya
ILS / VOR 10/28 3000 292/289 316 251 218/215 MAX MAX
WIDD 9
DALT
Batam
ILS / VOR 04/22 4025 MAX/347 369 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 54
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
WIHH 9
DALT
Jakarta - Halim
VOR / ILS 06/24 2800 MAX MAX MAX MAX MAX MAX
WIII 9
DEST
Jakarta - Soekarno
ILS / ILS 07L/25R 3600 MAX/347 MAX MAX MAX MAX MAX
ILS / ILS 07R/25L 3660 MAX/347 MAX MAX MAX MAX MAX
WIMM 8
ENRT
Medan
ILS / CIR 05/23 2625 328/326 346 MAX MAX MAX MAX
WITT 7
ENRT
Banda Aceh
VOR / NON 17/35 2500 NOT NOT XXX 223/221 MAX MAX
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OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 55
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
IRAN (OI)
OIBB 6
ENRT
Bushehr
VOR / VOR 13L/31R 4471 NOT NOT XXX 188 MAX MAX/90
VOR / VOR 13R/31L 4470 NOT NOT XXX MAX MAX MAX
OIFM 8
DALT
Esfahan
VOR / ILS 08L/26R 4397 262/261 295 226 192/190 150/153 MAX/87
VOR / VOR 08R/26L 4397 346/337 324 MAX MAX/232 MAX MAX
OIIE 9
DEST
Tehran - Imam Kho-
maini
VOR / ILS 11/29 4200 MAX 371 MAX MAX MAX MAX
OIII 9
DALT
Tehran - Mehrabad
VOR / VOR 11L/29R 3992 347/342 338 MAX MAX MAX MAX
VOR / ILS 11R/29L 4038 324/321 315 254 220/218 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 56
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
OIKB 7
ENRT
Bandar Abbass
VOR / ILS 03R/21L 3667 NOT NOT XXX MAX MAX MAX
OIKK 8
DALT
Kerman
VOR / VOR 16/34 3785 300/298 323 253 211/209 MAX MAX
OIMM 8
DEST
Mashhad
VOR / ILS 13L/31R 3776 340/336 367 MAX MAX MAX MAX
VOR / VOR 13R/31L 3886 340/336 367 MAX MAX MAX MAX
OISS 8
DALT
Shiraz
CIR / ILS 11R/29L 4259 MAX 371 MAX MAX MAX MAX
CIR / VOR 11L/29R 4342 MAX MAX MAX MAX MAX MAX
OITT 8
ENRT
Tabriz
CIR / ILS 12L/30R 3604 260/257 278 XXX 195/193 157/XXX MAX
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 57
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
OIZH 7
ENRT
Zahedan
CIR / VOR 17/35 3979 NOT NOT NOT 220/217 MAX MAX
OITR 7
ENRT
* Uromiyeh
ILS / VOR 03/21 3250 289/286 310 240 201/199 156/158 MAX
IRELAND (EI)
EICK 7
ENRT
Cork
ILS / ILS 17/35 2133 XXX/257 NOT NOT 216/213 MAX XXX
EIDW 9
ENRT
Dublin
ILS / ILS 10/28 2637 327/323 375 MAX MAX MAX MAX
EINN 9
ENRT
Shannon
ILS / ILS 06/24 3059 291/288 352 MAX MAX MAX MAX
REV 08S
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 58
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ITALY (LI)
LIBD 8
ENRT
Bari
ILS / VOR 07/25 2440 MAX MAX MAX MAX MAX MAX
LIBR 8
ENRT
Brindisi
VOR / ILS 14/32 2532 312 336 MAX MAX MAX MAX
LIMC 9
DEST
Milan - Malpensa
ILS / ILS 17L/35R 2977 MAX MAX MAX MAX MAX MAX
CIR / ILS 17R/35L 3515 MAX MAX MAX MAX MAX MAX
LIME 8
ENRT
Bergamo
CIR / ILS 10/28 2807 MAX MAX XXX MAX MAX MAX
LIMF 9
DALT
Torino
CIR / ILS 18/36 2575 MAX MAX MAX MAX MAX MAX
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OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 59
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LIMJ 8
DALT
Genoa
CIR / ILS 11/29 2765 MAX MAX MAX MAX MAX MAX
LIML 8
DALT
Milan Linate
VOR / ILS 18L/36R 2440 317/311 372 MAX MAX MAX MAX
LIPQ 8
DALT
Trieste
CIR / ILS 09/27 2800 MAX MAX MAX MAX MAX MAX
LIRA 8
DALT
Rome - Ciampino
ILS / CIR 15/33 2197 MAX MAX MAX MAX MAX MAX
LIRF 9
DEST
Rome - Fiumicino
ILS / ILS 16L/34R 3900 MAX MAX MAX MAX MAX MAX
ILS / ILS 16R/34L 3579 MAX MAX MAX MAX MAX MAX
ILS / ILS 16C/34C 3000 MAX MAX MAX MAX MAX MAX
VOR / ILS 07/25 2893 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 60
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ITALY (Contd)
LIRP 8
ENRT
Pisa
ILS / CIR 04R/22L 2736 312 336 MAX 222 MAX MAX
DIAP 8
ENRT
Abidjan
VOR / ILS 03/21 3000 NOT NOT NOT 225/223 MAX MAX
DIBK 6
ENRT
Bouake
VOR / ILS 03/21 3300 NOT NOT XXX MAX MAX MAX
JAPAN (RJ)
RJAA 9
DALT
Tokyo - Narita
ILS / ILS 16R/34L 3250 MAX MAX MAX MAX MAX MAX
ILS / ILS 16L/34R 2180 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 61
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
RJBB 9
DEST
Osaka - Kansai
ILS / ILS 06L/24R 4000 MAX MAX MAX MAX MAX MAX
ILS / ILS 06R/24L 3500 MAX MAX MAX MAX MAX MAX
* 8
RJCH
DALT
Hakodate
ILS / VOR 12/30 3000 MAX MAX XXX MAX MAX MAX
RJFF 9
ENRT
Fukuoka
ILS / ILS 16/34 2800 327/324 348 MAX MAX MAX MAX
* RJFK 9
DALT
Kagoshima
VOR / ILS 16/34 3000 MAX 351 XXX MAX MAX MAX
RJGG 9
DALT
Nagoya
ILS / ILS 18/36 3500 MAX MAX MAX MAX MAX MAX
RJOO 9
ENRT
Osaka Intl
CIR / ILS 14R/32L 3000 303/300 351 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 62
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
RJTT 9
DALT
Tokyo - Haneda
VOR / ILS 16R/34L 3000 MAX 353 MAX MAX MAX MAX
VOR / ILS 16L/34R 3000 MAX MAX MAX MAX MAX MAX
VOR / ILS 04/22 2500 MAX 353 MAX MAX MAX MAX
JORDAN (OJ)
OJAI 9
ILS / ILS 08L/26R 3660 325/322 369 MAX MAX MAX MAX
NDB / ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX MAX
OJAM 8
DALT
Amman - Marka
CIR / ILS 06/24 3275 278/276 293 230 200/198 157/153 MAX
OJAQ 7
DALT
Aqaba
ILS / NON 01/19 3000 NOT NOT NOT MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 63
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KAZAKHSTAN (UA)
UAAA 9
ENRT
Almaty
ILS / ILS 05L/23R 4500 345/341 MAX MAX MAX MAX MAX
ILS / ILS 05R/23L 4398 264/260 308 245 206/203 157/161 MAX/81
KENYA (HK)
HKEL 6
DEST
Eldoret
ILS / CIR 08/26 3500 NOT NOT MAX MAX MAX MAX
HKJK 9
DEST
Nairobi - Jomo Ken-
yatta
ILS / VOR 06/24 4117 MAX MAX MAX MAX MAX MAX
HKMO 9
DALT
Mombasa
VOR / ILS 03/21 3350 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 64
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KUWAIT (OK)
OKBK 9
DEST
Kuwait
ILS / ILS 15L/33R 3500 MAX 375 MAX MAX MAX MAX
ILS / ILS 15R/33L 3400 300/297 353 MAX MAX MAX MAX
KYRGYSTAN (UA)
UAFM 7
ENRT
Bishkek
ILS / ILS 08/26 4200 319/314 351 MAX MAX MAX MAX
LAOS (VL)
VLVT 8
ENRT
Vientiane
ILS / CIR 13/31 3000 NOT NOT XXX NOT NOT MAX
LATVIA (EV)
EVRA 8
DALT
Riga
ILS / ILS 18/36 2550 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 65
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LEBANON (OL)
OLBA 9
DEST
Beirut
ILS / CIR 03/21 2805 297/294 349 MAX MAX MAX MAX
ILS / CIR 17/35 2400 297/294 349 MAX MAX MAX MAX
ILS / NON* 16/34 3215 297/294 349 MAX MAX MAX MAX
LIBYA (HL)
HLLB 8
DALT
Benghazi
ILS / VOR 15L/33R 3600 MAX MAX MAX MAX MAX MAX
HLLT 8
DEST
Tripoli
NDB / ILS 09/27 3600 MAX 368 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 66
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LITHUANIA (EY)
EYVI 7
DALT
Vilnius
ILS / ILS 02/20 2500 NOT NOT NOT 217/215 MAX MAX
LUXEMBOURG (EL)
ELLX 9
DEST
Luxembourg
ILS / ILS 06/24 4000 MAX 362 MAX MAX MAX MAX
MACAO (VM)
VMMC 9
DALT
Macao
MACEDONIA (LW)
LWSK 8
ENRT
Skopje
CIR / ILS 16/34 2450 274/272 298 XXX 192 159/XXX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 67
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
MADAGASCAR (FM)
FMMI 8
ENRT
Antananarivo
ILS / VOR 11/29 3100 NOT NOT XXX MAX MAX MAX
FMNM 7
ENRT
Mahajanga
MALAWI (FW)
FWKI 8
ENRT
Lilongwe
ILS / VOR 14/32 3540 MAX MAX XXX MAX MAX MAX
WBGG 8
ENRT
Kuching
ILS / VOR 07/25 2363 336/332 338 XXX 225 MAX MAX
REV 08Q
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 68
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
WBKK 8
ENRT
Kota Kinabalu
ILS / VOR 02/20 2500 336/332 338 MAX MAX MAX MAX
WMKJ 8
DEST
Johor Bahru
ILS / VOR 16/34 3354 336/332 338 275 226/224 MAX MAX
WMKK 9
DEST
Kuala Lumpur
ILS / ILS 14L/32R 4019 MAX/345 MAX MAX MAX MAX MAX
ILS / ILS 14R/32L 4000 327/325 MAX MAX MAX MAX MAX
WMKL 7
ENRT
Langkawi
ILS / NON 03/21 3200 344/341 363 XXX MAX MAX MAX
WMKP 9
DALT
Penang
ILS / VOR 04/22 3354 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 69
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
MALDIVES (VR)
VRMM 9
DEST
Male
VOR / ILS 18/36 2910 MAX/NOT NOT MAX MAX MAX MAX
MALI (GA)
GABS 8
ENRT
Bamako
ILS / VOR 06/24 2700 336/332 338 XXX MAX MAX MAX
MALTA (LM)
LMML 9
DALT
Malta - Luqa
ILS / ILS 13/31 3544 MAX MAX MAX MAX MAX MAX
REV 08R
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 70
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
MAURITIUS (FI)
FIMP 9
DALT
Mauritius
ILS / VOR 14/32 3040 MAX 378 MAX MAX MAX MAX
MOROCCO (GM)
GMAD 8
DALT
Agadir
VOR / ILS 10/28 3200 305/302 319 250 209/207 MAX MAX
GMFF 8
DALT
Fes
VOR / ILS 09/27 2950 338/336 354 MAX MAX MAX MAX
GMME 7
DALT
Rabat
NON / ILS 03/21 3500 NOT NOT NOT MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 71
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
GMMN 9
DEST
Casablanca
NDB / ILS 17L/35R 3750 309/307 352 MAX 231/229 MAX MAX
GMMW 7
ENRT
Nador
ILS / NON 08/26 3000 NOT NOT XXX MAX MAX MAX
GMMX 7
DALT
Marrakech
ILS / NON 10/28 2820 NOT NOT NOT MAX MAX MAX
GMTT 7
ENRT
Tanger
VOR / ILS 10/28 3000 NOT NOT XXX 186 153/XXX MAX/90
MOZAMBIQUE (FQ)
FQMA 7
ENRT
Maputo
NON / ILS 05/23 3660 276/275 280 218 194/188 157/XXX MAX
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 72
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
MYANMAR (VY)
VYMD 7
ENRT
Mandalay
VYYY 9
ENRT
Yangon
NAMIBIA (FY)
FYWH 9
DALT
Windhoek
NON / ILS 08/26 4575 NOT NOT NOT MAX MAX MAX
NEPAL (VN)
VNKT 8
DEST
Kathmandu
REV 08S
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 73
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
NETHERLANDS (EH)
EHAM 10
DEST
Amsterdam
CIR / ILS 18L/36R 2825 307/305 MAX MAX MAX MAX MAX
ILS / CIR 18R/36L 3530 307/305 MAX MAX MAX MAX MAX
ILS / ILS 18C/36C 2850 307/305 MAX MAX MAX MAX MAX
VOR / ILS 09/27 3363 307/305 MAX MAX MAX MAX MAX
ILS / VOR 06/24 3250 MAX MAX MAX MAX MAX MAX
NIGER (DR)
DRRN 8
ENRT
Niamey
ILS / VOR 09/27 3000 336/332 338 XXX MAX MAX MAX
NIGERIA (DN)
DNAA 9
DALT
Abuja
ILS / ILS 04/22 3610 MAX MAX XXX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 74
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
DNKA 7
ENRT
Kaduna
ILS / VOR 05/23 3000 NOT NOT XXX MAX MAX MAX
DNKN 9
ENRT
Kano
ILS / VOR 06/24 3300 MAX 348 XXX MAX MAX MAX
DNMA 8
ENRT
Maiduguri
ILS / VOR 05/23 3000 MAX 348 XXX MAX MAX MAX
DNMM 9
DEST
Lagos
ILS / NON 18L/36R 3900 MAX MAX MAX MAX MAX MAX
ILS / VOR 18R/36L 2745 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 75
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
NORWAY (EN)
ENBO 6
ENRT
Bodo
ILS / ILS 07/25 2794 291/289 314 244 205/203 167/MAX MAX
Note : Optg Hrs: Mon-Fri 0200-2230z, Sat-Sun 0600z 1600z; ATC / RFF: H24; FUEL;
During apt optg hrs only. Gnd Svcs: TBA; Fuel: Jet A1; Medical Fac: In the city
ENBR 7
ENRT
Bergen - Flesland
ILS / ILS 17/35 2525 MAX MAX MAX MAX MAX XXX
ENGM 9
ENRT
Oslo Gardermoen
ILS / ILS 01L/19R 3600 MAX MAX MAX MAX MAX XXX
ILS / ILS 01R/19L 2950 MAX MAX MAX MAX MAX XXX
Note : Optg Hrs : H24 ATS / RFF / Fuel, Gnd Svcs: TBA, Fuel: JET A1, De-Icing: 0530-2200,
Medical Facilities: In City. Terrain located in all quadrants
7
ENVA 4(2300-
0500)
ENRT
Trondheim Varernes
AB**
ILS / ILS 09/27 2424 324/321 316 249 211/209 MAX XXX
Note : Optg Hrs: H24 ATS, RFF4 2300-0500, other hrs RFF7, Fuel: M-F 0430-2100, Sat
0430-1800, outside hrs O/R. De-icing: restricted hrs. Fuel Type: Jet A1+. Medical facilities: In
the city. Terrain in all quadrants
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 76
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ENZV 8
ENRT
Stavanger - Sola
ILS / VOR 11/29 2199 340/336 348 MAX MAX / 232 MAX MAX
ILS / ILS 18/36 2495 340/336 348 MAX MAX / 232 MAX MAX
Note : Optg Hrs : H24 ATS/RFF, Fuel M-F 0500-2100, Sat 0500-1930, Sun 0500-2100, Gnd
Svcs: TBA, Fuel: JET, De-Icing: Restricted hrs, Medical Facilities: In City. TWY D, A2, C1,
C2, C3, E, F1, F2 Not authorized for B777/A346. Terrain located in all quadrants
OMAN (OO)
OOMS 9
DEST
Muscat
ILS / ILS 08/26 3165 MAX 366 MAX MAX MAX MAX
OOSA 9
ENRT
Salalah
VOR / ILS 07/25 3340 MAX 366 MAX MAX MAX MAX
PAKISTAN (OP)
OPFA 8
ENRT
Faisalabad
ILS / NDB 03/21 2826 NOT NOT XXX NOT NOT MAX/75
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OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 77
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
OPKC 9
DEST
Karachi
NON / ILS 07L/25R 3200 273/270 341 MAX 228/226 MAX MAX
NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX MAX
OPLA 9
DEST
Lahore
VOR/VOR 18R/36L 2743 278/276 316 245 205/204 160/163 MAX
VOR / ILS 18L/36R 3360 MAX MAX MAX MAX MAX MAX
OPNH 8
DALT
Nawabshah
VOR/VOR 02/20 2743 269/264 328 XXX MAX MAX MAX
Note : B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
OPPS 9
DEST
Peshawar
VOR/VOR 17/35 2743 223 223 223 223 MAX MAX
Taxiway B & C authorized. Taxiways D, E & G not authorized A300, A340 & B777.
Taxiways A, A1 & F not authorized.
OPRK 7
ENRT
Rahim Yar Khan
VOR/VOR 01/19 3048 NOT NOT XXX 188 MAX MAX/90
OPRN 9
DEST
Islamabad
CIR / ILS 12/30 2743 263/259 328 265 219/216 167/MAX MAX
Note : B777 / A346 - Taxiway B not authorized.
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 78
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
OPST 9
DEST
Sialkot Intl
ILS / NIL 04/22 3600 MAX MAX MAX MAX MAX MAX
PHILIPPINES (RP)
RPLB 10
ENRT
Subic Bay
RPLC 9
DALT
Angeles City
ILS / ILS 02R/20L 3200 315/312 MAX MAX MAX MAX MAX
RPLI 7
ENRT
Laoag
RPLL 9
DEST
Manila
ILS / ILS 06/24 3410 MAX MAX MAX MAX MAX MAX
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OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 79
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
RPMD 9
DALT
Davao
ILS / ILS 05/23 3000 333/330 MAX MAX MAX MAX MAX
RPMR 9
ENRT
Tambleer
ILS / VOR 17/35 3227 327/323 MAX XXX MAX MAX MAX
RPVM 9
DEST
Lapu - Lapu
ILS / ILS 04/22 3330 MAX MAX MAX MAX MAX MAX
POLAND (EP)
EPKK 8
ENRT
Krakow
NON / ILS 07/25 2311 272/268 310 XXX 211 161/XXX MAX/84
EPKT 7
ENRT
Katowoice
NON / ILS 09/27 2800 NOT NOT XXX MAX MAX MAX/85
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 80
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
EPPO 7
ENRT
Poznan
NON / ILS 11/29 2504 NOT NOT XXX 214 MAX MAX
EPWA 8
ENRT
Warsaw
ILS / VOR 11/29 2740 290/286 331 XXX MAX MAX MAX
EPWR 7
ENRT
Wroclaw
NON / ILS 12/30 2500 NOT NOT XXX MAX MAX MAX
PORTUGAL (LP)
LPFR 8
DALT
Faro
VOR / ILS 10/28 2445 MAX MAX MAX MAX MAX MAX
LPPR 7
ENRT
Porto
ILS / VOR 17/35 3180 MAX 371 MAX 215/213 MAX MAX
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OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 81
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LPPT 9
ENRT
Lisbon
ILS / ILS 03/21 3205 MAX MAX MAX MAX MAX MAX
CIR / ILS 17/35 2250 309/307 309 246 205/203 157/MAX MAX
QATAR (OT)
OTBD 9
DEST
Doha
ILS / ILS 16/34 3822 MAX MAX MAX MAX MAX MAX
REUNION (FM)
FMEE 9
ENRT
St.Denis
ILS / CIR 14/32 2315 314/311 313 XXX 217/215 MAX MAX
CIR / VOR 12/30 3080 314/311 313 XXX 217/215 MAX MAX
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 82
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ROMANIA (LR)
LRCK 8
ENRT
Constanta
ILS / ILS 18/36 3500 NOT NOT XXX 194/192 155/XXX MAX
LROP 9
ENRT
Bucharest
ILS / ILS 08L/26R 3500 269/267 280 XXX MAX MAX MAX
ILS / ILS 08R/26L 3500 267/265 277 XXX MAX MAX MAX
LRTR 7
ENRT
Timisoara
ULLI 8
DALT
St. Petersburg
ILS / ILS 10L/28R 3397 310/307 MAX XXX MAX MAX MAX
ILS / ILS 10R/28L 3780 310/307 292 XXX 205/203 156/XXX MAX/87
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 83
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
URKK 7
ENRT
Krasnodar
NDB/NDB 05L/23R 2200 NOT NOT NOT 136/135 109/112 56/54
ILS/ILS 05R/23L 3000 216/214 187 215 162/160 127/130 67/64
URMM 8
ENRT
Mineralnyye Vody
ILS / ILS 12/30 3900 218/215 247 XXX 184/180 133/XXX 76 / 74
URSS** 7*
ENRT
Sochi
ILS / NON 06/24 2810 265/262 286 233 196/193 157/161 74/72
ILS / NON 02/20 2200 NOT NOT NOT NOT 120/124 55/53
Note : **Emergency only, *RFF 7 (Winter) RFF 8 (Summer).
UUDD 9
Moscow - Domode- DEST
dovo
NON/NON 14C/32C 2600 338/332 MAX/375 MAX MAX MAX MAX
ILS / ILS 14L/32R 3794 297/295 378 MAX MAX MAX MAX
ILS / ILS 14R/32L 3500 338/332 375 MAX MAX MAX MAX
UUEE 8
Moscow - Sher- DALT
emetyevo
ILS / ILS 07L/25R 3550 327/323 MAX MAX MAX MAX MAX
ILS / ILS 07R/25L 3702 294/291 367 MAX MAX MAX MAX
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 84
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
UUWW 8
DALT
Moscow - Vnukovo
ILS / ILS 02/20 3000 235/233 265 208 178/177 142/144 MAX/93
ILS / ILS 06/24 3000 NOT NOT NOT NOT NOT 63/61
UWLW 8
ENRT
Ulyanovsk
ILS / ILS 02/20 5000 MAX MAX XXX MAX MAX MAX
UWUU 7
ENRT
Ufa
ILS / ILS 14L/32R 2513 NOT NOT 260 215/212 MAX XXX
ILS / ILS 14R/32L 3761 NOT NOT MAX MAX MAX XXX
OEAB 8
DALT
Abha
ILS / VOR 13/31 3350 MAX 343 MAX MAX MAX MAX
OEDF 9
DEST
Dammam
ILS / ILS 16L/34R 4000 MAX MAX MAX MAX MAX MAX
ILS / ILS 16R/34L 4000 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 85
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
OEGS 8
ENRT
Gassim
ILS / VOR 15/33 3000 MAX 356 XXX MAX MAX MAX
OEJN 9
DEST
Jeddah
ILS / ILS 16C/34C 3303 313/308 369 MAX MAX MAX MAX
ILS / ILS 16L/34R 3690 MAX MAX MAX MAX MAX MAX
ILS / ILS 16R/34L 3803 313/308 369 MAX MAX MAX MAX
OEMA 9
DALT
Madinah
ILS / ILS 17/35 3300 MAX 356 MAX MAX MAX MAX
VOR / ILS 18/36 3050 MAX 356 MAX MAX MAX MAX
OERK 9
DEST
Riyadh - King Khalid
ILS / ILS 15L/33R 4205 MAX MAX MAX MAX MAX MAX
ILS / ILS 15R/33L 4205 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 86
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
OETF 9
ENRT
Taif
VOR / ILS 17/35 3350 231/228 260 201 231/229 MAX MAX
SERBIA - MONTENEGRO(LY)
LYBE 7
ENRT
Belgrade
ILS / ILS 12/30 3000 NOT NOT XXX 214 167/XXX MAX
LYPG 6
ENRT
Podgorica
CIR / ILS 18/36 2500 NOT NOT XXX 188 MAX MAX/90
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 87
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
SEYCHELLES (FS)
FSIA 9
DEST
Seychelles
VOR / ILS 13/31 2682 333/329 MAX MAX MAX MAX MAX
SINGAPORE (WS)
WSAP 9
ILS / ILS 02/20 3780 MAX MAX MAX MAX MAX MAX
WSSS 10
DEST
Singapore - Changi
ILS / ILS 02L/20R 3260 MAX MAX MAX MAX MAX MAX
ILS / ILS 02C/20C 4000 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 88
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
SLOVAKIA (LZ)
LZIB 7
DALT
Bratislava
CIR / ILS 13/31 2950 NOT NOT XXX 215/211 165/XXX MAX/83
CIR / ILS 04/22 2900 NOT NOT XXX 227/223 MAX MAX/88
SLOVENIA (LJ)
LJLJ 6
ENRT
Ljubljana
CIR / ILS 13/31 3300 NOT NOT XXX MAX MAX MAX
FABL 7
DALT
Bloemfontein
FACT 9
DEST
Cape Town
ILS / ILS 01/19 3201 319/314 351 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 89
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
FADN 7
DALT
Durban
ILS / ILS 06/24 2440 319/317 311 249 217/215 MAX MAX
FAJS 9
DEST
Johannesburg
ILS / VOR 03L/21R 4418 MAX MAX MAX MAX MAX MAX
ILS / ILS 03R/21L 3400 324/321 316 249 220/217 MAX MAX
RKPC 9
DALT
Jeju
ILS / ILS 06/24 3000 MAX MAX 254 MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 90
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
RKPK 9
DALT
Busan
NON / ILS 18L/36R 2743 227/224 269 218 191/188 148/MAX MAX
NON / ILS 18R/36L 3200 283/279 328 268 MAX MAX MAX
RKSI 10
DEST
Seoul - Incheon
ILS / ILS 15L/33R 3750 MAX MAX MAX MAX MAX MAX
ILS / ILS 15R/33L 3750 MAX MAX MAX MAX MAX MAX
ILS / ILS 16/34 4000 MAX MAX MAX MAX MAX MAX
RKSS 9
DALT
Seoul - Gimpo
ILS / ILS 14L/32R 3600 MAX MAX MAX MAX MAX MAX
ILS / ILS 14R/32L 3200 MAX MAX MAX MAX MAX MAX
SPAIN (LE)
LEAL 8
DALT
Alicante
ILS / VOR 10/28 3000 337/335 MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 91
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LEAM 8
ENRT
Almeria
NDB / ILS 08/26 3200 MAX MAX XXX MAX MAX MAX
LEBL 8
ENRT
Barcelona
ILS / ILS 07L/25R 2922 MAX MAX MAX MAX MAX MAX
ILS / ILS 07R/25L 2660 MAX MAX MAX MAX MAX MAX
LEGR 7
ENRT
Granada
ILS / ILS 09/27 2900 NOT NOT XXX MAX MAX MAX
LEIB 8
DALT
Ibiza
VOR / ILS 06/24 2800 310/307 333 263 226/223 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 92
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LEMD 9
DEST
Madrid - Barajas
NON / ILS 15L/33R 3500 MAX MAX MAX MAX MAX MAX
VOR / ILS 15R/33L 4100 MAX MAX MAX MAX MAX MAX
ILS / NON 18L/36R 3500 MAX MAX MAX MAX MAX MAX
ILS / NON 18R/36L 4350 MAX MAX MAX MAX MAX MAX
LEMG 8
ENRT
Malaga
ILS / ILS 14/32 3200 MAX 360 XXX 227 MAX MAX
LEMH 7
ENRT
Menorca
ILS / VOR 01L/19R 2350 327/325 349 XXX MAX MAX MAX
LEPA 9
DALT
Palma De Mallorca
ILS / ILS 06L/24R 3200 303/300 322 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 93
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LEST 7
ENRT
Santiago
ILS / ILS 17/35 3080 NOT NOT MAX MAX MAX XXX
LEVC 7
DALT
Valencia
VOR / ILS 12/30 2915 NOT NOT XXX MAX MAX MAX
LEVT 7
DALT
Vitoria
ILS / NDB 04/22 3500 MAX MAX MAX MAX MAX MAX
LEZG 7*
DEST
Zaragoza
ILS / ILS 12L/30R 3000 278/276 316 245 205/203 160/162 MAX
ILS / ILS 12R/30L 3718 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 94
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LEZL 7
DALT
Seveille
VOR / ILS 09/27 3360 NOT NOT NOT MAX MAX MAX
VCBI 9
DEST
Katunayake
ILS / ILS 04/22 3350 MAX MAX MAX MAX MAX MAX
SUDAN (HS)
HSPN 7
DALT
Port Sudan
VOR / ILS 17/35 2500 NOT NOT NOT MAX MAX MAX
HSSS 9
DEST
Khartoum
ILS / ILS 18/36 2980 MAX MAX MAX MAX MAX MAX
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 95
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
SWEDEN (ES)
ESGG 8
ILS / ILS 03/21 3299 MAX MAX MAX MAX MAX MAX
ESMS 7
ENRT
Malmo-Sturup
ILS / ILS 17/35 2800 MAX NOT NOT MAX MAX MAX
ESKN 7
DALT
Stockholm Skavsta
NDB / ILS 08/26 2878 340/336 325 MAX 229/227 MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 96
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
ESOE 6
DALT
Orebro
ILS / ILS 01/19 2602 XXX XXX XXX XXX XXX MAX
ESSA 9
DEST
Stockholm Arlanda
VOR / VOR 08/26 2500 345 MAX MAX MAX MAX MAX
ILS / ILS 01L/19R 3300 MAX MAX MAX MAX MAX MAX
ILS / ILS 01R/19L 2500 MAX MAX MAX MAX MAX MAX
SWITZERLAND (LS)
LSGG 9
DEST
Geneva
ILS / ILS 05/23 3570 MAX MAX MAX MAX MAX MAX
LSZH 9
DEST
Zurich
CIR / VOR 10/28 2500 297/294 349 MAX MAX MAX MAX
ILS / CIR 14/32 3150 297/294 349 MAX MAX MAX MAX
ILS / VOR 16/34 3230 297/294 349 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 97
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
SYRIA (OS)
OSAP 9
ENRT
Aleppo
NON / ILS 09/27 2910 224/222 223 MAX 160/159 126/128 MAX/87
OSDI 9
DEST
Damascus
VOR / ILS 05L/23R 3000 362/360 MAX MAX MAX MAX MAX
ILS / VOR 05R/23L 3600 300/297 MAX MAX MAX MAX MAX
TAIWAN (RC)
RCKH 9
DALT
Kaohsiung
ILS / LOC 09/27 2700 275/272 344 MAX MAX MAX MAX
RCTP 9
ILS / ILS 05/23 3660 297/294 349 MAX MAX MAX MAX
ILS / ILS 06/24 3350 297/294 349 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 98
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
TANZANIA (HT)
HTDA 9
DEST
Dar-es-Salaam
ILS / VOR 05/23 3000 MAX/347 368 MAX MAX MAX MAX
HTKJ 9
DALT
Kilimanjaro
ILS / NON 09/27 3607 MAX 370 MAX MAX MAX MAX
HTMW 7
ENRT
Mwanza
VOR / CIR 12/30 3017 NOT NOT NOT 215/212 168/XXX MAX
HTZA 7
ENRT
Zanzibar
THAILAND (VT)
VTBD 9
ILS / ILS 03L/21R 3700 312/309 MAX MAX MAX MAX MAX
VOR / ILS 03R/21L 3150 312/309 MAX MAX MAX MAX MAX
REV 08S
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 99
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
VTBS 10
ILS / ILS 01L/19R 3700 MAX MAX MAX MAX MAX MAX
ILS / ILS 01R/19L 4000 MAX MAX MAX MAX MAX MAX
VTBU 8
DALT
Rayong
ILS / VOR 18/36 3505 336/332 363 MAX MAX MAX MAX
VTCC 9
DALT
Chiang Mai
VOR / ILS 18/36 3100 339/336 355 MAX 204/202 165/MAX MAX
VTSB 7
ENRT
Surat Thani
VOR / ILS 04/22 3000 NOT NOT XXX 215 168/XXX MAX
VTSP 9
DALT
Phuket
VOR / ILS 09/27 3000 MAX 362 MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 100
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
TOGO (DX)
DXXX 8
DALT
Lome
VOR / ILS 04/22 3000 336/332 363 MAX MAX MAX MAX
Note : B777 / A346 - For emergency only, Runway 22: Landing - must exit via Taxiway
A (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad not
suitable for B777 / A346.
TUNISIA (DT)
DTMB 9
DALT
Monastir
ILS / VOR 07/25 2950 300/298 306 237 208/205 MAX/164 MAX
DTTA 9
DEST
Tunis
ILS / VOR 01/19 3200 340/336 367 MAX MAX MAX MAX
VOR / ILS 11/29 2840 225/220 205 174 152/151 128/130 68/67
DTTJ 9
DALT
Djerba
ILS / VOR 09/27 3100 309/307 314 246 215/212 MAX MAX
DTTX 8
ENRT
Sfax
REV 08S
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 101
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
TURKEY (LT)
LTAC 9
DALT
Ankara
ILS / ILS 03L/21R 3400 336/333 370 MAX MAX MAX MAX
ILS / ILS 03R/21L 3750 MAX 375 MAX MAX MAX MAX
Note :Apron 4 & 5 authorized. Appropriate parking stands: 101, 102, 107, 116 & 118 120.
LTAF 9
ENRT
Adana
ILS / CIR 05/23 2750 MAX MAX MAX MAX MAX MAX
Note : Taxiways H1 and K not authorized. Appropriate parking stands: Apron 1 stands 1,16
&17. Apron 2 & 3 stands 57 59; 62 65; 68 72.
LTAI 9
DALT
Antalya
ILS / ILS 18C/36C 3400 MAX MAX MAX MAX MAX MAX
VOR / ILS 18L/36R 3400 MAX MAX MAX MAX MAX MAX
NON / VOR 18R/36L 2990 224/220 198 162 143/142 120/122 68/66
LTAJ 8
ENRT
Gaziantep
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 102
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LTBA 10
DEST
Istanbul - Ataturk
ILS / ILS 18L/36R 3000 MAX MAX MAX MAX MAX MAX
LTBJ 9
DALT
Izmir
ILS / ILS 16L/34R 3240 MAX MAX MAX MAX MAX MAX
VOR / VOR 16R/34L 3240 MAX MAX MAX MAX MAX MAX
LTBS 9
ENRT
Mugla
ILS / CIR 01L/19R 3000 MAX MAX MAX MAX MAX MAX
ILS / CIR 01R/19L 3000 329/326 MAX MAX MAX MAX MAX
LTCC 9
ENRT
Diyarbakir
VOR / ILS 08L/26R 3810 223/221 284 XXX MAX MAX MAX
REV 08R
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 103
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
LTCF 7
ENRT
Kars
ILS / CIR 06/24 3500 MAX MAX MAX MAX MAX MAX
Operating hours: 0500-1300UTC Tue, Wed, Fri, Sat, Sun / 0400-1300 Mon & Thu. Check
notams for latest operating hours
LTCG 8
ENRT
Trabzon
ILS / CIR 11/29 2640 MAX MAX MAX MAX MAX MAX
LTCS 9
ENRT
Sanliurfa/Gap
VOR/VOR 04/22 4000 MAX MAX MAX MAX MAX MAX
Note : Check NOTAM for airport optg hrs. Parking limitation for aircraft larger than Code C.
LTFH 8
ENRT
Samsun
ILS / CIR 13/31 3000 MAX MAX MAX MAX MAX MAX
LTFJ 9
ENRT
Istanbul - Sabiha
ILS / VOR 06/24 3000 MAX MAX MAX MAX MAX MAX
TURKMENISTAN (UT)
UTAA 7
DALT
Ashgabat
ILS / ILS 12L/30R 3800 317/311 372 MAX MAX MAX MAX
REV 08S
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 104
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
UGANDA (HU)
HUEN 9
DALT
Entebbe
ILS / VOR 17/35 3658 MAX MAX MAX MAX MAX MAX
UKRAINE (UK)
UKBB 8
ENRT
Kyiv
ILS / ILS 18L/36R 4000 302/300 380 XXX MAX MAX MAX
ILS / ILS 18R/36L 3500 NOT NOT XXX 151/149 163/XXX MAX
UKFF 7
ENRT
Simferopol
ILS / ILS 01/19 3706 275/272 308 NOT 215/212 164/MAX MAX/84
UKLL 7
ENRT
Lviv**
ILS / ILS 13/31 2510 182/181 NOT NOT NOT NOT NOT
OMAA 9
DEST
Abu Dhabi
ILS / ILS 13R/31L 4100 MAX MAX MAX MAX MAX MAX
ILS / ILS 13L/31R 4100 MAX MAX MAX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 105
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
OMAL 9
DALT
Al Ain
ILS / VOR 01/19 4000 MAX 366 MAX MAX MAX MAX
OMDB 10
DEST
Dubai
ILS / ILS 12L/30R 3600 MAX MAX MAX MAX MAX MAX
ILS / ILS 12R/30L 3880 MAX 367 MAX MAX MAX MAX
OMSJ 9
DALT
Sharjah
VOR / ILS 12/30 3706 MAX/347 349 MAX 231/229 MAX MAX
EGAA 8
ENRT
Belfast
EGBB 9
DALT
Birmingham
ILS / ILS 15/33 2279 MAX 361 XXX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 106
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
EGCC 9
DEST
Manchester
ILS / ILS 05L/23R 2588 339/337 MAX MAX MAX MAX MAX
ILS / VOR 05R/23L 2864 300/297 MAX MAX MAX MAX MAX
EGFF 7
ENRT
Cardiff
ILS / ILS 12/30 2134 324/321 315 XXX 208 MAX MAX
EGKK 9
DEST
London - Gatwick
ILS / ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX MAX
EGLL 10
DEST
London - Heathrow
ILS / ILS 09L/27R 3595 MAX MAX MAX MAX MAX MAX
ILS / ILS 09R/27L 3353 MAX MAX MAX MAX MAX MAX
EGNX 8*
ENRT
East Midlands
ILS / ILS 09/27 2713 347/344 366 XXX MAX MAX MAX
REV 08Q
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 107
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
EGPF 8
DALT
Glasgow
ILS / ILS 05/23 2353 313/308 362 XXX MAX MAX MAX
EGPH 7
ENRT
Edinburgh
ILS / ILS 06/24 2347 NOT 365 NOT MAX XXX XXX
EGPK 7
ENRT
Prestwick
ILS / ILS 13/31 2743 MAX MAX MAX MAX MAX MAX
EGSS 8
DALT
London - Stansted
ILS / ILS 05/23 3048 317/315 MAX XXX MAX MAX MAX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 108
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KATL 9(E)
DALT
Atlanta
ILS / ILS 10/28 2743 MAX MAX MAX MAX XXX XXX
ILS / ILS 08L/26R 2743 MAX MAX MAX MAX XXX XXX
ILS / ILS 08R/26L 3048 MAX MAX MAX MAX XXX XXX
ILS / ILS 09L/27R 3624 MAX MAX MAX MAX XXX XXX
ILS / ILS 09R/27L 2743 MAX MAX MAX MAX XXX XXX
KAUS 8(D)
DALT
Austin-Bergstrom Intl
ILS / ILS 17L/35R 2743 MAX MAX MAX MAX MAX MAX
ILS / ILS 17R/35L 3733 MAX MAX MAX MAX MAX MAX
KBDL 8(D)
DALT
Windsor Locks
ILS / ILS 06/24 2898 MAX MAX MAX MAX XXX XXX
KBFI 5
ENRT
Boeing Field / King
Co Intl
ILS / ILS 13R/31L 2780 MAX MAX MAX XXX XXX XXX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 109
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KBGR 9(E)
ENRT
Bangor
ILS / ILS 15/33 3487 MAX MAX MAX MAX XXX XXX
KBOS 9(E)
DALT
Boston
NON / ILS 09/27 2134 MAX MAX MAX MAX XXX XXX
ILS / ILS 04R/22L 2684 MAX MAX MAX MAX XXX XXX
ILS / ILS 15R/33L 2805 MAX MAX MAX MAX XXX XXX
KBNA 7(C)
ENRT
Nashville, TN
VOR / ILS 13/31 2892 242/240 236 193 167/165 139/141 75/73
ILS / NON 02C/20C 2439 290/287 341 MAX 230/228 MAX MAX/91
ILS / ILS 02L/20R 2348 313/308 369 MAX 230/228 MAX MAX
Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Exer-
cise caution on twys. 180deg turns not allowed.
REV 08P
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ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 110
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
* KBTV 6(B)
IILS / ILS 15/33 2384 MAX NOT NOT MAX XXX XXX
KBUF 8(D)
ENRT
Buffalo
ILS / ILS 05/23 2469 MAX MAX MAX MAX XXX XXX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 111
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KBWI 8(D)
DALT
Baltimore
ILS / ILS 10/28 3033 MAX MAX MAX MAX XXX XXX
ILS / ILS 15R/33L 2896 MAX MAX MAX MAX XXX XXX
KCLE 7(C)
DALT
Cleveland
ILS / ILS 06L/24R 2743 MAX NOT MAX MAX XXX XXX
ILS / ILS 06R/24L 2743 MAX NOT MAX MAX XXX XXX
KCLT 8(D)
ENRT
Charlotte
ILS / ILS 05/23 2287 MAX MAX MAX MAX XXX XXX
ILS / ILS 18L/36R 2644 MAX MAX MAX MAX XXX XXX
ILS / ILS 18R/36L 3048 MAX MAX MAX MAX XXX XXX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 112
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KCVG 8(D)
DALT
Cincinnati
ILS / ILS 09/27 3621 MAX MAX MAX MAX XXX XXX
ILS / ILS 18C/36C 3353 MAX MAX MAX MAX XXX XXX
ILS / ILS 18L/36R 3048 MAX MAX MAX MAX XXX XXX
ILS / ILS 18R/36L 2438 MAX MAX MAX MAX XXX XXX
KDFW 9(E)
NON / ILS 13L/31R 2553 MAX MAX MAX MAX MAX MAX
ILS / VOR 13R/31L 2835 MAX MAX MAX MAX MAX MAX
ILS / ILS 17R/35L 4085 MAX MAX MAX MAX MAX MAX
ILS / ILS 17L/35R 2591 MAX MAX MAX MAX MAX MAX
ILS / ILS 17C/35C 4085 MAX MAX MAX MAX MAX MAX
ILS / ILS 18L/36R 4084 MAX MAX MAX MAX MAX MAX
ILS / ILS 18R/36L 4084 MAX MAX MAX MAX MAX XXX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 113
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KDTW 9(E)
ENRT
Detroit
NDB / NON 03L/21R 2591 MAX MAX MAX MAX XXX XXX
ILS / ILS 03R/21L 3048 MAX MAX MAX MAX XXX XXX
ILS / ILS 04L/22R 3048 MAX MAX MAX MAX XXX XXX
ILS / VOR 04R/22L 3658 MAX MAX MAX MAX XXX XXX
NON / ILS 09L/27R 2654 MAX MAX MAX MAX XXX XXX
NON / NON 09R/27L 2591 MAX MAX MAX MAX XXX XXX
KEWR 9(E)
DEST
Newark
ILS / ILS 04L/22R 2579 MAX MAX MAX MAX MAX XXX
ILS / ILS 04R/22L 2501 MAX MAX MAX MAX MAX XXX
KGEG 7
ENRT
Spokane Intl
ILS / ILS 03/21 2744 MAX MAX MAX MAX XXX XXX
NONE 07/25 2499 MAX MAX MAX MAX XXX XXX
REV 08P
OM PART C CHAPTER 5
ROUTE AND AERODROME
INSTRUCTIONS AND INFORMATION PAGE 114
AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KGSO 7(C)
ENRT
Greensboro
ILS / ILS 05/23 3048 MAX NOT MAX MAX XXX XXX
KIAD 9(E)
DEST
Washington
ILS / ILS 01C/19C 3505 305/302 MAX MAX MAX MAX XXX
ILS / ILS 01L/19R 2865 MAX MAX MAX MAX MAX XXX
ILS / ILS 01R/19L 3505 MAX MAX MAX MAX MAX XXX
ILS / NON 12/30 3200 MAX MAX MAX MAX MAX XXX
KIAH 9(E)
DEST
George Bush Inter-
continental - Houston
ILS / ILS 09/27 3048 MAX MAX MAX MAX MAX MAX
ILS / ILS 08L/26R 2743 278/276 MAX 362 MAX MAX MAX
ILS / ILS 08R/26L 2865 MAX MAX MAX MAX MAX MAX
NONE / ILS 15L/33R 3657 MAX MAX 376 MAX MAX MAX
ILS / NONE 15R/33L 3047 251/249 327 261 217/215 170/MAX MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KIND 8(D)
ENRT
Indianapolis, Indiana
ILS / ILS 14/32 2219 MAX MAX MAX MAX MAX MAX
ILS / ILS 05L/23R 3414 MAX MAX MAX MAX MAX MAX
ILS / ILS 05R/23L 3048 MAX MAX MAX MAX MAX MAX
KJAN 7(C)
ENRT
Jackson
ILS / NON 16L/34R 2590 309/307 332 262 218/216 XXX XXX
NON / ILS 16R/34L 2590 264/261 308 245 206/203 XXX XXX
KJFK 9
DEST
New York
ILS / ILS 04L/22R 2638 MAX MAX MAX MAX MAX MAX
ILS / ILS 04R/22L 2560 MAX MAX MAX MAX MAX MAX
ILS / ILS 13L/31R 2735 MAX MAX MAX MAX MAX MAX
VOR / ILS 13R/31L 3428 MAX MAX MAX MAX MAX MAX
KLIT 7(C)
ENRT
Little Rock
ILS / ILS 04L/22R 2431 279/275 325 364 218/215 166/MAX MAX
ILS / ILS 04R/22L 2195 279/275 325 364 218/215 166/MAX MAX
Note : Optg Hrs : H24 ATC / RFF / FUEL; Gnd Svcs : TBA; Fuel : Jet A3; Rmk : Twys A
& P nor allowed for A330, A346 & B777.
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KMCI 7(C)
ENRT
Kansas City
ILS / ILS 01L/19R 3292 348/344 376 MAX MAX XXX XXX
ILS / ILS 01R/19L 2896 348/344 376 MAX MAX XXX XXX
KMEM 7(C)
ENRT
Memphis
ILS / ILS 09/27 2727 MAX MAX MAX MAX MAX MAX
ILS / ILS 18L/36R 2743 MAX MAX MAX MAX MAX MAX
ILS / ILS 18C/36C 3389 MAX MAX MAX MAX MAX MAX
VOR / ILS 18R/36L 2782 MAX MAX MAX MAX MAX MAX
KMDT 7(C)
ENRT
Harrisburg
ILS / ILS 13/31 3048 MAX NOT NOT MAX/NOT XXX XXX
KMHT 7(C)
ENRT
Manchester
ILS / ILS 17/35 2332 MAX NOT NOT MAX/NOT MAX MAX
KMKE 7(C)
ENRT
Milwaukee
ILS / ILS 01L/19R 2714 279/275 324 262 218/215 166/MAX MAX/86
ILS / LOC 07R/25L 2233 279/275 324 262 218/215 166/MAX MAX/86
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KMSP 9(E)
ENRT
St. Paul Intl Minne-
apolis
LOC / LOC 04/22 2882 320/317 380 MAX MAX MAX MAX
ILS / ILS 12L/30R 2323 320/317 380 MAX MAX MAX MAX
ILS / ILS 12R/30L 3048 320/317 380 MAX MAX MAX MAX
LOC / ILS 17/35 2438 320/317 380 MAX MAX MAX MAX
KMSY 8(D)
DALT
Armstrong New
Orleans Intl
ILS / LOC 01/19 2134 303/300 356 MAX MAX MAX MAX
ILS / ILS 10/28 2987 303/300 357 MAX MAX MAX MAX
KOKC 7(C)
ENRT
Oklahaoma City
NON / NON 13/31 2377 319/316 345 275 227/225 MAX MAX
ILS / ILS 17L/35R 2988 320/317 380 MAX MAX MAX MAX
ILS / ILS 17R/35L 2987 320/317 380 MAX MAX MAX MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KORD 9(E)
DALT
Chicago
LOC / LOC 04L/22R 2286 MAX MAX MAX MAX MAX MAX
ILS / ILS 04R/22L 2461 MAX MAX MAX MAX MAX MAX
ILS / ILS 09R/27L 2428 MAX MAX MAX MAX MAX MAX
ILS / ILS 10/28 3732 MAX MAX MAX MAX MAX MAX
ILS / ILS 14L/32R 2441 MAX MAX MAX MAX MAX MAX
ILS / ILS 14R/32L 3962 MAX MAX MAX MAX MAX MAX
KPAE 5
DALT
Snohomish Co /
Everett
ILS / ILS 16R/34L 2746 MAX MAX MAX MAX XXX XXX
KPHL 9(E)
DALT
Philadelphia
ILS / ILS 09L/27R 2896 MAX MAX MAX MAX MAX MAX
ILS / ILS 09R/27L 3202 MAX MAX XXX MAX XXX XXX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KPIT 8(D)
DALT
Pittsburgh
VOR / ILS 14/32 2469 MAX MAX MAX MAX XXX XXX
NON / NON 10C/28C 2959 MAX 365 MAX MAX XXX XXX
ILS / ILS 10L/28R 3201 MAX MAX MAX MAX XXX XXX
ILS / VOR 10R/28L 3505 MAX MAX MAX MAX XXX XXX
KRDU 7(C)
ENRT
Raleigh Durham
ILS / ILS 05L/23R 3048 MAX MAX MAX MAX XXX XXX
ILS / ILS 05R/23L 2286 MAX MAX MAX MAX XXX XXX
KRFD 7(C)
ENRT
Chicago / Rockford
ILS / LOC 01/19 2499 310/307 332 262 218/216 XXX XXX
ILS / NIL 07/25 3049 313/308 368 MAX MAX XXX XXX
Note : A346 / B777 TWY A, D, J, K, L not authorized. *RFF 9 (D) available 1 hour PPR.
KROC 7(C)*
ENRT
Rochester
ILS / ILS 04/22 2439 MAX NOT NOT MAX/NOT XXX XXX
KSAT 7(C)
ENRT
San Antonio Intl
ILS / ILS 03/21 2288 263/261 307 245 205/203 157/161 MAX/80
ILS / ILS 12R/30L 2591 263/261 307 245 205/203 157/161 MAX/80
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KSEA 9
DALT
Seattle
ILS / ILS 16L/34R 3627 MAX MAX MAX MAX XXX XXX
ILS / ILS 16C/34C 2873 MAX MAX MAX MAX XXX XXX
KSTL 8(D)
DALT
St. Louis
ILS / ILS 06/24 2241 253/250 290 232 196/193 150/154 MAX/76
ILS / ILS 11/29 2744 279/275 324 262 218/215 166/MAX MAX/86
ILS / ILS 12L/30R 2744 300/297 353 MAX MAX MAX MAX
ILS / ILS 12R/30L 3216 300/297 353 MAX MAX MAX MAX
KSWF 7(C)
DALT
Newburg - Stewart
ILS / ILS 09/27 2688 MAX NOT NOT MAX/NOT XXX XXX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
KSYR 7(C)
ENRT
Syracuse
ILS / ILS 10/28 2744 MAX NOT NOT MAX/NOT XXX XXX
VOR / VOR 15/33 2286 MAX NOT NOT MAX/NOT XXX XXX
KTUL 8(D)
ENRT
Tulsa Intl
ILS / ILS 08/26 2248 287/285 337 275 227/224 MAX MAX/90
ILS / ILS 18L/36R 3048 320/317 380 MAX MAX MAX MAX
UZBEKISTAN (UT)
UTTT 9
ENRT
Tashkent
ILS / ILS 08L/26R 3750 MAX MAX XXX MAX MAX MAX
ILS / NDB 08R/26L 3550 340/336 360 XXX MAX MAX MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
VIETNAM (VV)
VVDN 8
ENRT
Danang
CIR / ILS 17L/35R 3048 305/302 297 XXX 207/203 MAX MAX
VVNB 8
ENRT
Hanoi
ILS / VOR 11L/29R 3200 279/275 329 264 227/223 MAX MAX/89
ILS / VOR 11R/29L 3800 297/294 354 MAX MAX MAX MAX
VVTS 9
DEST
Hochiminih
VOR / ILS 07L/25R 3048 287/283 337 273 MAX/230 170/MAX MAX/89
VOR / ILS 07R/25L 3059 307/302 365 355 MAX MAX MAX
YEMEN (OY)
OYAA 9
DALT
Aden
ILS / NDB 08/26 3100 MAX MAX MAX MAX MAX MAX
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AIRPORTS
ADEQUATE AIRPORTS
COUNTRY (FIR)
ICAO RFF
Type
Airport Name
OYRN 7
DALT
Mukalla
CIR / VOR 06/24 3000 340/336 367 MAX MAX MAX MAX
OYSN 9
DEST
Sanaa
ILS / VOR 18/36 2977 NOT NOT NOT MAX MAX MAX
ZAMBIA (FL)
FLLS 9
ENRT
Lusaka
ILS / NDB 10/28 3962 MAX MAX MAX MAX MAX MAX
ZIMBABWE (FV)
FVBU 6
ENRT
Bulawayo
ILS / NON 13/31 2588 NOT NOT NOT 185/182 157/XXX MAX/85
FVHA 9
DALT
Harare
ILS / VOR 05/23 4725 324/321 299 254 211/209 MAX MAX
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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS
5.2.1 Introduction
This section serves two distinct purposes, primarily to define the area in which ETOPS
operation is permitted, and lists the ETOPS adequate airports chosen using the assumption
in paragraph below and approved by Qatar Civil Aviation Authority (QCAA) for 120 minutes
ETOPS operations.
Note 1 : All company twin engined aircraft are approved by the QCAA for ETOPS.
5.2.1.1 Assumptions
The assumptions used in the construction of the list of adequate airports are as follows :
Jet fuel availability.
ATC, Meteorological and air information services offices and lighting are available.
A turning loop or exit at the end of the runway is available unless the runway width is 60m
or better.
Runway PCN is displayed for information and is not limiting in case of an emergency.
In an airport with more than one (1) runway, the runway that does not meet the above
criteria will then be omitted.
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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS
5.2.2 Example
Location (Airport Name) : Location of the airport, however, if more than one
airport exist in a location then the name of the airport is mentioned next to it.
(2) : Best Instrument Approach Procedures (IAP) serving that runway, NON means no
IAP available.
(3) : Displays only those runways that meet the criteria for at least one aeroplane type.
(4) : Lowest Landing Distance Available (LDA) of both runway ends (direction).
(5) : Represents the weight of the airplane in tons for the runway.
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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS
ETOPS operations over Arabian Sea / Indian Ocean is applicable for all twin engined
aircraft. The following en-route alternates are declared.
FIMP
ILS/VOR 14/32 3040 MAX MAX MAX MAX
Mauritius
FMCH
ILS/CIR 02/20 2900 XXX MAX MAX MAX
Moroni
FMMI
ILS/VOR 11/29 3100 NOT MAX MAX MAX
Antananarivo
FSIA
VOR/ILS 13/31 2682 333/329 MAX MAX MAX
Seychelles
Abu Dhabi ILS / ILS 13L/31R 4100 MAX MAX MAX MAX
OMAL
ILS / VOR 01/19 4000 MAX MAX MAX MAX
Al Ain
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OMSJ
VOR / ILS 12/30 3760 MAX/347 231/229 MAX MAX
Sharjah
OOMS
ILS / ILS 08/26 3165 MAX MAX MAX MAX
Muscat
OOSA
VOR / ILS 07/25 3340 MAX MAX MAX MAX
Salalah
OPNH
VOR / VOR 02/20 2743 269/264 MAX MAX MAX
Nawabshah
OTBD
VOR / ILS 16/34 3822 MAX MAX MAX MAX
Doha
OYAA
ILS / NDB 08/26 3100 MAX MAX MAX MAX
Aden
OYRN
CIR / VOR 06/24 3000 340/336 MAX MAX MAX
Mukalla
VAAH
VOR / ILS 05/23 3505 333/331 231/229 MAX MAX
Ahmedabad
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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS
VOBL
ILS / ILS 09/27 4000 MAX MAX MAX MAX
Banagalore
VOCI
VOR / ILS 09/27 3400 340/336 MAX MAX MAX
Cochin
VOTV
VOR / ILS 14 / 32 2992 310/307 226 / 223 MAX MAX
Thiruvananthapuram
VRMM
VOR / ILS 18/36 2910 MAX/NOT MAX MAX MAX
Male
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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS
ETOPS operations over Bay of Bengal is applicable for all twin engined aircraft. The
following en-route alternates are declared.
OPPS
VOR / VOR 17/35 2743 223 223 MAX MAX
Peshawar
OPRN
CIR / ILS 12/30 2743 263/259 219/216 167/MAX MAX
Islamabad
RPLB
VOR / NON 07/25 2744 317/311 MAX MAX MAX
Subic Bay
Angeles City ILS / ILS 02R/20L 3200 315/312 MAX MAX MAX
RPLL
ILS / ILS 06/24 3410 MAX MAX MAX MAX
Manila
RPVM
ILS / ILS 04/22 3330 MAX MAX MAX MAX
Lapu-Lapu
VANP
VOR / ILS 14/32 3200 NOT NOT NOT MAX
Nagpur
VCBI
ILS / ILS 04/22 3350 MAX MAX MAX MAX
Katunayake
VECC VOR / VOR 01L/19R 2749 243/244 178 /176 140 / 142 MAX / 80
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ETOPS APPROVED ENROUTE AIRPORTS
VGEG
VOR / ILS 05/23 2940 313/310 MAX MAX MAX
Chittagong
VGZR
ILS / VOR 14/32 3200 MAX MAX MAX MAX
Dhaka
VOHS
ILS / ILS 09/27 4260 MAX MAX MAX MAX
Hyderabad
VOMM
ILS / ILS 07/25 3658 MAX MAX MAX MAX
Chennai
Bangkok -
VOR / ILS 03R/21L 3150 312/309 MAX MAX MAX
Don Mueang Intl
Bangkok -
ILS / ILS 01R/19L 4000 MAX MAX MAX MAX
Suvarnabhumi
VTCC
VOR / ILS 18/36 3100 339/336 204 / 202 165/MAX MAX
Chiang Mai
VTSP
VOR / ILS 09/27 3000 MAX MAX MAX MAX
Phuket
VVNB ILS / VOR 11L/29R 3200 279/275 227 / 223 MAX MAX / 89
VYYY
NDB / ILS 03/21 2470 243/240 MAX/ 202 MAX/164 MAX
Yangon
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ETOPS APPROVED ENROUTE AIRPORTS
WBKK
ILS / VOR 02/20 2500 336/332 MAX MAX MAX
Kota Kinabalu
WBSB
WIMM
ILS / CIR 05/23 2625 328/326 MAX MAX MAX
Medan
WMKJ
ILS / VOR 16/34 3354 336/332 MAX MAX MAX
Johor Bahru
Kuala Lumpur ILS / ILS 14L/32R 4019 MAX/345 MAX MAX MAX
WMKP
ILS / VOR 04/22 3354 MAX MAX MAX MAX
Penang
Singapore - Changi ILS / ILS 02C/20C 4000 MAX MAX MAX MAX
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ETOPS APPROVED ENROUTE AIRPORTS
ETOPS operations over Central Asia is applicable for all twin-engined aircraft. The following
en-route alternates are declared.
OIIE
Tehran - Mehrabad VOR / ILS 11R/29L 4038 324/321 220 / 218 MAX MAX
OSAP
NON / ILS 09/27 2910 224/222 160/159 126/128 MAX / 87
Aleppo
UAFM
ILS / ILS 08/26 4200 319/314 MAX MAX MAX
Bishkek
UDYZ
ILS / CIR 09/27 3850 325/322 MAX MAX MAX
Yerevan
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Kyiv ILS / ILS 18R/36L 3500 NOT 151 / 149 163/XXX MAX
UKFF
ILS / ILS 01/19 3706 275/272 215/212 164/MAX MAX / 84
Simferopol
St. Petersburg ILS / ILS 10R/28L 3780 310/307 205 / 203 156/XXX MAX / 87
UMMS
ILS / ILS 13/31 3640 268/264 208/206 159/163 MAX/82
Minsk
URMM
ILS / ILS 12/30 3900 218/215 184 / 180 133/XXX 76 / 74
Mineralnyye Vody
UTAA
ILS / ILS 12L/30R 3800 317/311 MAX MAX MAX
Ashgabat
Moscow -
ILS / ILS 07R/25L 3702 294/291 MAX MAX MAX
Shermetyevo
Moscow - Vnukovo ILS / ILS 06/24 3000 NOT NOT NOT 63/61
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ETOPS APPROVED ENROUTE AIRPORTS
ETOPS operations over East Africa is applicable for all twin-engined aircraft. The following
en-route alternates are declared.
FACT
ILS / ILS 01/19 3201 319/314 MAX MAX MAX
Cape Town
FQMA
NON / ILS 05/23 3660 276/275 185 / 182 157/XXX MAX/85
Maputo
FVHA
ILS / VOR 05/23 4725 324/321 211/209 MAX MAX
Harare
FWKI
ILS / VOR 14/32 3540 MAX MAX MAX MAX
Lilongwe
HAAB CIR / ILS 07R/25L 3440 334 185 / 182 MAX MAX
Addis Abeba CIR / ILS 07L/25R 3325 247/245 171 140/143 MAX
HDAM
VOR/ILS 09/27 2928 325/322 368 MAX MAX
Djibouti
HKMO
VOR/ILS 03/21 3350 MAX MAX MAX MAX
Mombasa
HTDA
ILS/VOR 05/23 3000 MAX/347 MAX MAX MAX
Dar-es-salam
HKJK
HSSS
ILS/ILS 18/36 2980 MAX MAX MAX MAX
Khartoum
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ETOPS APPROVED ENROUTE AIRPORTS
ETOPS operations over Japan / North China is applicable for A330 and B777 aircraft only.
The following en-route alternates are declared.
RJFF
ILS / ILS 16/34 2800 327/324 MAX MAX MAX
Fukuoka
ZBHH
ILS / ILS 08/26 3600 265/268 195/233 MAX MAX
Hohhot
ZBTJ
ILS / ILS 16/34 3200 MAX MAX MAX MAX
Tianjin
ZBYN
ILS / ILS 13/31 3200 336/332 MAX MAX MAX
Taiyuan
ZHHH
ILS / ILS 04/22 3400 342/335 MAX MAX MAX
Wuhan
ZLLL
ILS / ILS 18/36 3600 342/338 MAX MAX MAX
Lanzhou
ZLXY
ILS / ILS 05/23 3000 297/294 MAX MAX MAX
Xian
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ETOPS APPROVED ENROUTE AIRPORTS
ZSFZ
ILS / ILS 03/21 3600 MAX MAX MAX MAX
Fuzhou
ZSHC
ILS / ILS 07/25 3600 MAX MAX MAX MAX
Hanghzhou
ZSJN
ILS / VOR 01/19 3600 MAX MAX MAX MAX
Jianan
ZSNJ
ILS / ILS 06/24 3600 MAX MAX MAX MAX
Nanjing
ZSPD ILS / ILS 17/35 4000 MAX MAX MAX MAX
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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS
ETOPS operations over the North Atlantic is applicable for B777 and A330 aircraft only. The
following en-route alternates are declared.
CYFB
LOC / ILS 17/35 2621 MAX MAX MAX MAX
Iqaluit
Edmonton Intl ILS / ILS 02/20 3353 MAX MAX MAX MAX
CYJT
NON / ILS 09/27 3048 MAX MAX MAX MAX
Stephenville
St. Johns ILS / NDB 16/34 2134 MAX MAX MAX MAX
CYQB
VOR/VOR 06/24 2743 281/278 MAX MAX MAX
Quebec
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ETOPS APPROVED ENROUTE AIRPORTS
CYQM
NDB/ILS 11/29 2438 332 229/227 MAX MAX
Moncton
CYXE
ILS / NDB 09/27 2554 325/322 XXX XXX XXX
Saskatoon
Winnipeg James
ILS / ILS 18/36 3352 MAX MAX MAX MAX
Armstron Intl
Calgary Intl ILS / ILS 16/34 3863 MAX 215/214 MAX MAX
EGAA
VOR / ILS 07/25 2780 330/326 MAX MAX MAX
Belfast
EGPF
ILS / ILS 05/23 2658 313/308 MAX MAX MAX
Glasgow
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ETOPS APPROVED ENROUTE AIRPORTS
EGPK
ILS / ILS 13/31 2987 MAX MAX MAX MAX
Prestwick
EIDW
ILS / ILS 10/28 2637 327/323 MAX MAX MAX
Dublin
EINN
ILS / ILS 06/24 3059 291/288 MAX MAX MAX
Shannon
ENBO
ILS / ILS 07/25 2794 291/289 205/203 167/MAX MAX
Bodo
ENBR
ILS / ILS 17/35 2525 MAX MAX MAX MAX
Bergen
Oslo - Gardermoen ILS / ILS 01R/19L 2950 MAX MAX MAX MAX
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ETOPS APPROVED ENROUTE AIRPORTS
Dallas Fort Worth ILS / ILS 17L/35R 2591 MAX MAX MAX MAX
New York ILS / ILS 13L/31R 2735 MAX MAX MAX MAX
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ETOPS APPROVED ENROUTE AIRPORTS
LPAZ
ILS / VOR 18/36 3048 MAX MAX MAX MAX
Santa Maria
LPLA
ILS / ILS 15/33 3312 337/335 MAX MAX MAX
Lajes
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AIRPORTS
ETOPS APPROVED ENROUTE AIRPORTS
ETOPS operations over West Africa is applicable for A300, A310, A330 and B777 aircraft
only. The following en-route alternates are declared.
DNAA
ILS / ILS 04/22 3610 MAX MAX MAX MAX
Abuja
DNMA
ILS / VOR 05/23 3000 MAX MAX MAX MAX
Maiduguri
DRRN
ILS / VOR 09/27 3000 336/332 MAX MAX MAX
Niamey
FKKR
ILS / VOR 09/27 3285 XXX MAX MAX MAX
Garouda
FTTJ
ILS / VOR 05/23 2800 NOT 224/221 MAX MAX
Ndjamena
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ETOPS APPROVED ENROUTE AIRPORTS
I N T E NT I O N A L LY L E F T B L A N K
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INSTRUCTIONS AND INFORMATION PAGE 1
AIRFIELD BRIEFINGS
TABLE OF CONTENTS
6.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.1.2 Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
6.1.3 Destinations Airfield Category Listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
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TABLE OF CONTENTS
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TABLE OF CONTENTS
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AIRFIELD BRIEFINGS
INTRODUCTION
6.1 INTRODUCTION
6.1.1 General
Airfield Briefing :
Airfield briefings are predicated on normal operations and based on the best information
available at the time. Nothing contained in the briefings should override the application of
good airmanship and common sense nor override the requirement of any applicable
State Regulations.
Qatar Airways has categorised the airfields according to their operational complexity,
based upon an assessment of their terrain characteristics and minimum safe altitude,
approach aids and approach procedures, seasonal weather conditions, performance lim-
itations, and any other unusual characteristics. These are :
Published circling minima not higher than 1000 feet AGL, and
Any other relevant considerations including obstructions, physical layout, lighting ... etc.
Prior operating to such aerodrome, the Commander shall be briefed, or self briefed.
Take-off and landing at these aerodromes shall be done by the Captain only.
This chapter is arranged in priority of categorisation order (i.e. Category C, B then A).
Note: The arrival and departure procedures are in addition to the Jeppesen charts.
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Destination Alternates :
The choices of alternate airports for each destination is given at the end of each airfield
briefing and are listed in alphabetical order.
Airports listed here are based on the assumptions below, which do not preclude the selec-
tion of any other airports as alternate after taking into consideration that the deviation from
the prescribed criteria meets the regulatory requirements. When an airport, which is not
listed, is selected as alternate, in exceptional cases, the responsibility for ensuring avail-
ability of the Jeppesen charts in the aircraft library and performance data in LPC before
commencement of the operation rests with the person exercising this option. Company
preferred alternate airports are presented in Bold and Italics. Standard flight planning
policy will ensure the closest selected alternate airport in terms of fuel in the OFP, ensur-
ing that the planning minima are met. When the destination forecast indicates weather
conditions to be marginal (means a high probability of diversion), then it is the responsibil-
ity of the Commander to uplift fuel for the preferred alternate, payload permitting.
Note : For the Bombardier-Challenger fleet, all briefings given in this chapter are
applicable without limitation. Minimum RFF for destination is CAT-4 and for
alternate and en-route is CAT-3.
The assumptions used in the construction of the list of adequate airports are as follows :
Note : For the Bombardier-Challenger fleet and due to the potential worldwide
operations, below technical requirements must be verified for authorization by the
Senior Vice-President QTR Executive Jet :
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Notification of errors or suggestion for content shall be conveyed by Journey Log, Pilot
Voyage Report or by the e-mail to opsmanuals@qatarairways.com.qa, so it can be reviewed
and analysed. Notified errors or suggestion to Category B and C aerodromes will be revised
on a priority basis, however Category A aerodromes will be revised as per the normal
revision process of the manual.
6.1.2 Example
(2) : Best Instrument Approach Procedures (IAP) serving that runway, NON means no
IAP available.
(3) : Displays only those runways that meet the criteria for at least one aeroplane type.
(4) : Lowest Landing Distance Available (LDA) of both runway ends (direction).
(5) : Represents the weight of the airplane in tons for the runway. MAX means maximum
structural take-off weight, NOT / N means not allowed due to PCN, RFF or the
aircraft movement limitations i.e. taxiways, parking stand etc (applicable for A346
only). XXX means structural take-off weight not yet defined.
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I N T E NT I O N A L LY L E F T B L A N K
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Ahmedabad A 159
Alexandria A 161
Algiers B 35
Amsterdam A 163
Bahrain A 167
Bali A 169
Bangalore B 43
Beijing B 49
Calicut C 13
Cairo A 181
Casablanca A 187
Chennai A 191
Cochin A 193
Damascus B 55
Dammam A 195
Dar-Es-Salam B 57
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Delhi A 197
Dhaka A 201
Doha A 203
Dubai A 207
Geneva B 59
Guangzhou B 63
Hong Kong B 69
Hyderabad B 77
Hochiminh A 213
Houston B 73
Islamabad A 219
Jeddah A 229
Johannesburg A 233
Karachi A 237
Katanayake A 239
Kathmandu C 19
Khartoum B 81
Kuwait A 243
Lagos B 85
Lahore A 245
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Luxembourg A 259
Luxor A 263
Madrid - Barajas B 89
Male A 265
Manchester A 267
Manila A 271
Mashhad B 93
Moscow - Domodedovo B 95
Mumbai B 101
Munich A 279
Muscat A 281
Nagpur A 283
Newark B 109
Peshawar B 129
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Sanaa C 27
Seychelles C 31
Sialkot A 303
Thiruvananthapuram B 139
Tripoli A 315
Tunis B 141
Vienna A 317
Washington B 145
Zaragoza B 151
Zurich B 155
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6.2.1.4 Terrain
The airport is surrounded with hills, valleys, and man-made obstacles located as follows:
Hilltops with elevation of 832ft and 827ft located on bearings 060 & 110 at a distance
of 1.8 & 2.5nm from ARP.
Two man-made obstacles with elevations of 1163ft and 1577ft on bearings 116 &
129 at a distance of 3.9nm from ARP.
Terrain with elevations 3800ft and above, located in approach funnel of RWY28 at 25nm and
beyond. Nearest hill of this range with top elevation 3819ft AMSL located at 26nm on bearing
098.
Procedural control is used. During times of holding, aircraft not released from hold until
previous aircraft has landed. It takes 10mins to fly a full ILS procedure to RWY28.
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6.2.1.6 Weather
General
Airport is subject to low ceiling conditions (early morning fog or Low cloud conditions) and this
combined with RWY28 high operating minima may result in extensive holding.
November - May :
Generally clear skies with good visibility. Dec. to Mar - temperature range from 18C to 30C,
reaching maximum in May.
Runway 28 Arrival
Morning arrivals can expect RWY28. Due surrounding terrain, RWY28 published landing
minima is higher than standard ILS minima. Significant terrain (left side) is close to approach
flight path. Terrain is marked by lighted poles.
NAV Aids
ILS / Glide Slope : Oscillation of GP may occur when an aircraft is turning at threshold
turning pad.
Runway 10 Arrival
Touch-down point is on an up-slope, resulting in potential hard landing.
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In general aerodrome lighting is very poor. Early morning, the apron area is extremely busy,
resulting in aircraft being parked on TWY C.
Runway
Turning Pads Old marking still visible (Crew Report Nov 08)
Apron
Apron Lighting Apron flood lights can make it difficult to see Marshaller until
close-in.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
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ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
VNKT 8
VOR / NON 02/20 2930 NOT NOT MAX MAX MAX
Kathmandu
An extension may be granted provided Qatar Airways submits a written request with prior co-
ordination with our handling agent (Royal Nepal Airlines).
Caution: Aircraft are not permitted to take-off or land if VOR or DME is inoperative
regardless of weather condition.
Caution: Operation of A333 is approved with the lower RFF, as per Operations Manual,
Part A : General/Basic, Chapter 8.1.2.1.
Caution: There have been violent Anti-government protests, all crews should exercise
caution whilst in the city.
Note: Fuel tankering is not allowed if the landing weight needs to be restricted due to
flight safety (adverse weather i.e. tailwind, wet Runways or performance
degradation i.e. brake, thrust reverse and/or spoiler inoperative).
Note: During any suspected birds activities do not hesitate to request the airport
authorities for Runway inspection.
Note: Reports have indicated the visibility reported by the tower is unreliable.
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6.2.2.4 Terrain
The airport is situated at 3 NM East of city in the heart of valley with an elevation of 4390
feet AMSL and is surrounded by mountainous terrain in all quadrants.
North : A man made structure on high terrain rises to 4794 feet AMSL within 5 NM and
Terrain up to 8693 feet AMSL within 7 NM.
Northeast : A terrain high point rises to 7805 feet AMSL within 8 NM.
East : A terrain high point rises to 5440 feet AMSL within 6 NM, and 7805 feet AMSL within
9NM.
South - Southeast : A terrain high point rises to 9285 feet AMSL within 10 NM.
West - Southwest : A terrain high point rises to 8365 feet AMSL within 8 NM.
Northwest : A terrain high point rises to 6890 feet AMSL within 7 NM.
Beyond 35 NM Northwest clockwise through East Southeast lies the Himalayan Mountain
range with peaks of 25000 feet AMSL to more than 29000 feet AMSL (Mount Everest)
The standard of ATC is average. English at times is hardly adequate, requiring terminology to
be kept simple.
Inbound : Call Delhi or Kolkata ATC for traffic information affecting your
descent and coordinate your descent with Varanasi on VHF 132.4.
Contact KTM on 126.5/120.6 or 124.7/125.1 when within VHF range
for flight instructions.
Outbound : Request the ADC and FIC numbers from Ground as soon as you are
on-board (before departure) to avoid delays. If the communication
between Ground and Kolkata is not available then the Crew should
call Delhi / Kolkata on HF Radio 10018/10066/5658/ and 6556 or ask
Airport Services Manager to call Flight Dispatch at Doha to obtain
ADC and FIC numbers.
Caution: Follow ATC descent clearance instructions but do not descent below Minimum
Safe Altitude.
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6.2.2.6 Weather
climate is subtropical and is influenced by the Himalayan Mountains. The mountains act as a
barrier separating the continental air mass to the north and the tropical air mass to the south.
Late May to early June is the pre-Monsoon period, generally dry and good but with few
intense thunderstorms and some low clouds. The visibility is occasionally 6 to 8 kms with
mist. The temperature is hot and can reach 34C. The wind easterly, southeasterly and
Southwesterly.
Mid June to Mid September is the monsoon period. Weather is stable with heavy rain
activity at night with few thunderstorms and some low clouds, wind is variable from East,
Southeast and Southwest, generally between 5 to 10 kts with visibility of 8 to 10 kms.
Late September to Mid October is the post monsoon period. Weather is generally very
good and clear with very few thunderstorms in late afternoons and the nights can be
expected with presence of low clouds. Visibility is generally 10 kms, but morning mist can be
expected with a visibility of 2 to 3 kms at some few occasions.
Mid October to end February is the winter season. Weather is generally good with clear
skies most of the times with one or two rainy periods, (moderate rain) for about 12 to 36 hours
during the season, with temperature of approximately -2C in the morning and maximum of
18C in the afternoons (in December, January and February). The visibility is good during the
day but fog is expected at night and morning, clearing by 0930 to 1130 local time. Low clouds
can also be expected. Light fog is expected from early October to mid November and dense
fog from mid November to end of February.
Early March to end of May is the dry season. Weather is dry, unstable and hot with
temperature up to 34C, thus resulting in a very frequent and intense activity of
thunderstorms starting late afternoon, evening for only few hours with heavy clouds cells
moving fast. Low clouds are expected. Surface wind in these conditions can reach 30 to 40
kts (max 55 kts).
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FMS / FMGS accuracy check must be performed at Top of Descent (TOD), 50 NM and 25
NM from the airport.
Insert speed restriction 250 kts below FL150, and for the A330 insert speed restriction of
F-speed at RATAN.
PF must monitor ROSE VOR (ARC for A300), PNF must monitor ARC (MAP for A300).
Aircraft must be fully configured before 16 DME (for the A330, refer to the procedures
given below).
Note: Due to altitude constraint profile, high Rate of Descent is required during the
approach phase, especially between 10 DME and 5 DME KTM. For FPA and
V/S refer to the Jeppesen approach charts.
Note: If in doubt at any stage during approach, do not hesitate to go around and
start again.
PAPI installed on Runway 02 unusable beyond 2.5 NM from Runway Threshold due to
high terrain.
Note: The runway has a pronounced hump that gives the impression of a short
runway.
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Caution: Strict control and monitoring of airspeed and flight path is imperative, if the pilot
judges that it will not be possible to start the flare at the correct height with the
correct attitude, sink rate, and thrust, or the pilot starts to feel out of the loop,
then it is time to perform a go-around. While this caution and the following
procedures are applicable at all time, they are reiterated here for emphasis.
Auto Thrust (FBW) : Thrust corrections, in particular with A/THR ON, could lead engines
to temporarily reduce thrust to idle, which may not be desirable close to the ground if the
aircraft level of energy is low. Therefore, in turbulent conditions and when flying manually,
if conditions are such that a large speed decrease is anticipated (idle thrust), the pilot
may, above 100 feet RA, move the thrust levers slightly above CL detent to reduce the
A/THR response time. This will temporarily deactivate and arm the A/THR. As soon as
positive acceleration is achieved, and before the thrust becomes too high, the pilot
should move the thrust levers back to CL detent to resume A/THR operations.
a) Above 100 feet, this possibility should be used in exceptional circumstances (difficult
environmental conditions) and should not become a routine flying technique.
b) Below 100 feet, moving the thrust above the CL detent will result in A/THR
disconnection.
c) In an engine out situation, moving the thrust lever(s) above the MCT detent(s) should
be done carefully, so as not to trigger the GA mode.
Manual Thrust : The A/THR provides the best protection against airspeed excursions
and its use is therefore recommended even in turbulent conditions, unless thrust
variations become excessive or conditions are such that a large speed decrease with
engines at idle is anticipated, then the PF may take over thrust manually to recover the
speed target and continue the approach in manual thrust.
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the aircraft which inhibits Speedbrake (SPD BRK) to be used with Flaps Full (only
ACA, ACB, ACC, ACD, ACH, AFN, AFO); and
rest of the fleet which allows the use of SPD BRK with Flaps Full.
Selection of FPA should lead by 0.3 NM. The below procedures apply to the relevant fleet
configurations.
FPA 3.2
5 DME KTM
The aircraft speed will decrease due to reduction of descent rate.
VLS, because in the 6.11 path, the IAS increases by around 25 kts. Thus
the IAS at the end of this segment will be 7 kts to 10 kts, lower than F-
SPD was flown on the previous segment. This explains why speed is
selected prior NOPEN at VLS.
Why should SPD BRK only be extended once FPA 6.11 is established?
This is to allow the aircraft to be properly established on the right descent
path angle without being disturbed by the SPD BRK extension. The effect
of the SPD BRK extension on the descent path is negligible, once the
aircraft is established on it. Additionally this prevents any thrust increase
due to VLS rising because of SPD BRK.
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Why MANAGE SPD when IAS > F? Managed Speed will be needed on the third
descent segment in order to automatically decelerate back to VAPP for landing.
Consequently this action done at that time has no effect on the thrust (idle at this time
since speed target cannot be maintained) and is done in a lower workload phase.
Why select CONF FULL so late? On the above A330s, the FCPC logic is such that
SPD BRK extension is inhibited with CONF FULL. Consequently since a 25 kts
deceleration is required on the last segment, it is better to keep CONF 3 SPD BRK
extended till VLS + 10. When the aircraft reaches VLS + 10 (Thrust is still IDLE), SPD
BRK are retracted (VLS then decreases) and CONF FULL may be selected, in order
to reach VAPP.
Note 2: The maneuvering speeds (GD, S, F) have never been defined as the lowest
speed of the authorized speed envelope, and it is obviously allowed to fly
below those speeds provided the A/C speed remains above VLS.
VLS is the lowest selectable speed, with A/THR engaged, and it is the lowest
allowed speed in the AUTHORIZED flight envelope; it is equal to 1,23 VS1g.
Flying at VLS is safe, since this speed provides the required aerodynamic
margin above stall, keeping in mind that, additionally, the airplane is
protected by the flight controls law.
Limited parking stands available for wide-bodied aircraft. Stands 4 to 7 are authorised for
parking provided adjacent stands are vacant. Where doubt on wing tip clearance exists,
request ground assistance.
The special EOSID shall be selected in the Secondary flight plan (FMS).
Disregard 'EO acc alt' from LPC result. Use Acceleration Altitude as indicated on custom-
ized Jeppesen Charts 10-7 / 10-7A.
In case of Engine out departure, navigation accuracy is extremely important. The bank is
limited to 15 below maneuvering speeds with the autopilot engaged (for the FBW family
unless V2 is close to maneuvering speed (S or F) for more details refer to 4.04.30 Pg 6).
If greater bank angles are required then reversion to manual flight should be applied
(FBW Family).
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Take-off Alternate :
For A300 / A330 Dhaka (VGZR) and Kolkata (VECC) can be used.
For A320 Family Dhaka (VGZR), Kolkata (VECC) and Lucknow (VILK) can be used.
ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
VGEG 7
VOR/ILS 05 / 23 2940 230/N MAX MAX
Chittagong
VGZR 9
ILS/VOR 14/32 3200 MAX MAX MAX
Dhaka
VILK 6
VOR/ILS 09/27 2585 NOT NOT MAX
Lucknow
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
OYSN 9
ILS/VOR 18/36 2977 XXX XXX/NOT NOT MAX MAX/N
Sanaa
Caution: Airfield elevation gives a high TAS thus large Radius of turn.
Note: At TOD fuel in the trim tank should be transferred FWD (A300).
Note: Fuel tankering is not allowed if the landing weight needs to be restricted due to
flight safety (adverse weather i.e. tailwind, wet Runways or performance
degradation i.e. brake, thrust reverse and/or spoiler inoperative).
6.2.3.3 Terrain
The airport is situated on a salt flat, 7237 feet above sea level and is surrounded by
mountains on the West, South and East up to 3500 feet above airport elevation. Small hills
approximately 300 to 500 feet above airfield level are in the circuit area.
Control from Sanaa extends up to FL 300; Jeddah ACC exercises control above FL 300.
Call Sanaa for traffic information well before top of descent and before ATC hand-over.
The standard of ATC and English encountered can be poor. Use standard and simple
phraseology to reduce the possibility of confusion.
An accident in 1987, involving a landing helicopter and a fighter aircraft taking off, highlighted
a split between civil and military ATC. Civil ATC is conducted in English while Military ATC is
conducted in Arabic. The military is supposed to listen out to Civil ATC and make use of gaps
in civil traffic for military movements.
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Shall be used any time the pilots are executing missed approach with single engine in
accordance to Runway 18 or Runway 36.
For Runway 18: Refer to Jeppesen Chart 10-7 with the following procedure to be flown after
entering the hold over AN NDB : Continue climbing in the hold until achieving your MSA
which is 11200ft and then proceed to NIBAL to carry out either the ILS DME or the VOR DME
approach.
6.2.3.6 Weather
June to September: The dominant feature is thunderstorms. The CBs can build up around
mid-day causing heavy rain and associated turbulence. They normally die down in the
evening. The mornings are relatively clear of CB activity. The highest ambient temperatures
occur during June, July and August. The maximum average being around 28C. The lowest
temperatures occur during November to January, and the minimum average 8C. The
prevailing wind is Northerly, but will be erratic during thunderstorm activity.
Caution: Windshear has been experienced on final approach for both runways.
Thunderstorms and Dust Devils have the potential to generate severe shear.
Caution: Pilot reports indicate that the aircraft tracks to the left of the runway
centreline on the ILS Runway 18.
Note: Entry to Parking stand 26, the turn is tight, caution advised.
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In IMC or Night :
Visual Approach using Jeppesen Chart 19-10 provided that visual contact must be
established with the terrain no later than 10 DME. Ensure that you start your
approach initially on the VORDME-A until 13 miles inbound on course 359. Then
follow the profiles on Jeppesen chart 19-10.
NB: On the visual approach the stabilization criteria must be met by 5.5 nms, which
represents 1000ft. If you are not stable at this point, carry-out a go-around.
Note: Tyre speed limitations must be observed if landing with a tailwind component
at or above 10 kts (10 kts or above).
If weather is hot or APU Bleed pressure is low consider Manual Engine start.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
HDAM 7
VOR/ILS 09/27 2928 XXX XXX/NOT MAX/N MAX MAX
Djibouti
OYAA 9
ILS/NDB 08/26 3100 XXX XXX/MAX MAX MAX MAX
Aden
OYRN 7
CIR/VOR 06/24 3000 XXX XXX/NOT MAX/N MAX MAX
Mukalla
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9 VOR / ILS 13/31 2682 333 / 329 MAX/MAX MAX MAX MAX
Warning: Isolated Areodrome operations not allowed to this airport. At least one
destination alternate shall be included in flight plan.
6.2.4.3 Terrain
The airfield is located at the East coast of Mahe, the largest island in the Seychelles group
with an elevation of 10 feet.
Terrain on Mahe reaches 2969 feet AMSL at only 5 NM WNW. 21 NM NW is an island with a
peak to 2467 feet AMSL and 25 NM NE is another reaching 1261 feet AMSL. Closer in and
dominating the airfield the terrain rises rapidly to 1834 feet AMSL at less than 1 NM SW of the
airfield. The approach to Runway 31 is over the sea but immediately to the right of the
threshold is a hill to 203 feet AMSL marked by four red hazard lights. To the left is the rapidly
rising terrain to the SW. Aircraft landing on Runway 13 or taking off from Runway 31
manoeuvre through a 2 NM wide gap formed by St. Annes Island (827 feet AMSL) and the
NE point of Mahe (1503 feet AMSL). 1.5 NM NNW of the Runway 13 threshold is Cerf Island
(354 feet AMSL). There is a possibility of GPWS activation if flying at the safety altitude over
the terrain to the West.
The VFR traffic are not controlled by the ATC, this affects arrival IFR traffic East of the airfield
for visual procedures.
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6.2.4.5 Weather
The weather is generally hot and humid. There are two seasons the Northwest Monsoon
and Southeast Monsoon.
The Northwest monsoon start from late October to mid May. It is normally the wet season.
This season is normally characterised by generally light and variable winds out of the
Northwest to the East. The humidity is high approximately 85%. Afternoon CBs with torrential
rains are common but usually do not last longer than an hour. Cloud bases can be as low as
1000 ft.
The Southeast monsoon start from May to October. This is normally the dry season with quite
long periods of drought. The winds during this season are much stronger 15 to 25 kts. The
humidity is slightly lower than in the Northwest monsoon. Cloud bases range from 2000 ft to
3000 ft although they can be lower during rain showers.
When circling through the 2 NM gap to Runway 13, use extreme caution, and in particular
note that a strong SE wind will drift the aircraft towards the high ground of the mainland.
Warning: When circling do not exceed 6 DME ARC due to proximity of high ground
West and Northwest of airfield.
Note: The PAPI installed for Runway 13 is offset 5 to the Northeast and should not
be used beyond 2.6 NM from the threshold.
Final approach to Runway 13 is made quite close to the islands cliff face. Turbulence and
downdraft must be anticipated and will vary from light to severe; the most adverse conditions
being strong gusting SW winds. Closer in on finals, be prepared for sudden 140 - 240 at
over 15 kts (over 20 kts windshear has been encountered with a surface speed of 15 - 20
kts). Strong up and downdraft often occur during these conditions on the latter stages of the
approach and along the Runway.
The approach to Runway 31 is over water and with NW winds there can be funneling effect
due to the two hills and other high ground adjacent to the threshold, creating downdraft and to
a lesser extent, turbulence. Evidence of possible turbulence will be indicated by rough,
disturbed patches of sea close to the shoreline.
Caution: Glide Slope for ILS 31 fluctuates in the last 300 feet.
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NIL
Take-off minima is the applicable landing minima as no Take-off alternates are available.
ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
FIMP 9
ILS / VOR 14/32 3040 MAX MAX NOT
Mauritius
HKJK 9
ILS / VOR 06/24 4117 MAX MAX MAX
Nairobi
HKMO 9
VOR / ILS 03/21 3350 MAX MAX MAX
Mombasa
HTDA 9
ILS / VOR 05/23 3000 MAX MAX MAX
Dar Es Salaam
HTZA 7
NON / DME 07/27 2460 NOT 165/MAX MAX/85
Zanzibar
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CIR / ILS 05/23 3500 272 / 270 247 / 319 207 / 206 169 / MAX MAX
9
ILS / VOR 09/27 3500 279 / 277 255 / 327 213 / 212 MAX MAX
6.3.1.3 Terrain
Within the city, built on high hills, are areas of high obstacles reaching 1325 feet East and
1510 feet Northwest within 10 NM.
The standard of ATC is average. Use standard phraseology. French phraseology is used
from time to time.
6.3.1.5 Weather
Algiers have a Mediterranean climate with hot, dry summers and mild winters.
August to October : CBs are building up along the Tell Atlas Mountain on the Northern or
Southern side depending on the winds and air masses.
November to February : Predominating winds are from Southwest to Northwest and are
frequent, sky is cloudy from time to time embedded CBs. Average Temperature is from 8 to 15.
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Algeria authorities will check each passport against the GD of flight crew with layover in
Algeria. Crew members whose passport contains stamp/visa from Israeli authorities will not
be permitted entry to Algeria. Crew must advise crew rostering if the above is applicable to
avoid being allocated for flights to Algeria.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
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ILS / ILS 08L/26R 3660 325/322 MAX / 369 MAX MAX MAX
9
NDB / ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX
Note: Crews and aircraft may be subject to CAA inspection by Flight Safety Inspector
to ensure adherence to Jordanian CAA regulations.
6.3.2.3 Terrain
The airport elevation is 2395 feet above sea level at the reference point. The MSA is 6000
feet in all sectors. All around the airport there are small hills approximately 1000 feet above
the airport elevation.
Air Traffic Control is generally very good, radar is used extensively. All procedures are rigid
and in accordance with local regulation.
The standard of ATC and English is generally good but use simple and standard phraseology.
6.3.2.5 Weather
Summer : Temperature can reach a maximum of 43C during Jul and Aug, but generally in
the 30s. CBs possible. Winds mainly from SW-NW direction at 8 15kts. During night and
early morning, winds generally light and variable.
Winter : Wind mainly from a SW-W direction at 12-18kts. Gales may be experienced from a
westerly component of 35-45kts, gusting 65kts. Southeast winds associated with dust,
reducing visibility to 2kms or less. During rain showers, winds are mainly from SW-NW
direction.
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Fog occurs mostly during months of Dec, Jan and Feb, and snowfalls possible during Jan
and Feb.
Caution: Due to the topography and heat index, turbulence is normally a factor.
When Runway 26L is closed, IFR traffic may be required to carry out normal instrument
approach for Runway 26L, until passing the QA then sidestep onto finals for Runway
26R.
Expect descent clearance from Jeddah to cross GRY (Guriat) at FL280 or below, with
release to ACC.
Warning: Pilots should not enter sensitive airspace approximately 20 NM to the West
of .
Note: Map shift is a potential problem especially when using Runways 08L/R.
NIL
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
LCLK 8
VOR/ILS 04/22 2810 284/282 244/309 213/210 MAX MAX
Larnaca
OJAM 8
CIR/ILS 06/24 3275 278/276 230 / 301 200/198 157/153 MAX
Marka
OJAQ 7
ILS/NON 01/19 3000 NOT NOT MAX/N MAX MAX
Aqaba
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Caution: Due to high ground and turbulent winds, expect windshear on final approach for
RWYs 03L/R.
6.3.3.3 Terrain
The airfield is situated 10 NM to the East of the old airport and just 4 NM from the East coast
of the peninsula with an elevation of 308 feet. It is surrounded by high ground extending from
the West to the Northeast, and also to the South.
When approaching from the South, there is high ground situated approximately 5 NM to the
left of the approach, highest peak rising to 3366 feet.
There is a mast 745 feet less than 1 NM East of Runway 21L threshold, and affects the
Missed Approach Procedure for VOR DME Runway 03R.
The standard of ATC and English is generally good but use simple and standard phraseology.
6.3.3.5 Weather
Severe turbulence on approach particularly with winds between Northeast and Northwest.
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Caution: Do not mistake old Bangalore airport that has the same runway alignment.
6.3.4.4 Terrain
Aerodrome situated 30km from city. Terrain located 10nm northwest with peaks to 4800ft.
Radar vectoring maybe used for sequence. The phrase CANCEL/STAR is used prior to
instruction for vectoring.
6.3.4.6 Weather
An important feature influencing the climate of Bangalore is the the low cloud which covers
almost the entire sky during greater part of the day from June to September.
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Loss of Communication:
Prior to clearance:
Maintain the last assigned level or FL85 whichever is higher and proceed to join
holding at BIBDU for Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the
instrument approach procedures for the RWY for which the initial STARs clearance
was issued.
Maintain the last heading and level for one minute and thereafter climb to FL85 or the
last assigned level or whichever is higher and proceed to join holding at BIBDU for
Rwy 27 and at EKVOG for Rwy 09. Thereafter, carry out the instrument approach
procedures for the RWY for which the initial STARs clearance was issued.
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Via Taxiway H
Aircraft Remarks
A320 Family Taxiing out simultaneously on Taxi lane L1 and L3 via TWY
D shall hold short of Stand Lead-In Line for stand 81 & 15
to give way for aircraft sequence.
All All Taxiing EAST on L1, L2 & L3 to turn left after crossing
Stand Lead-In Lines for stands 86, 11 & 10.
Aircraft Remarks
A320 Family Taxiing WEST on taxi-lane L1 & L3 shall hold short on Stand
Lead-In Lines for stand 69 & 28 to give way for aircraft in se-
quence.
All All Taxiing EAST on L1, L2 & L3, turn right after crossing
Stand Lead-In Lines for 66, 67 & 32.
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Pushback Procedures
Stands Procedure
Push back abeam stand 05 facing west irrespective of the
07, 08 & 09 runway in use for aircraft to taxi via taxiway D - unless
otherwise instructed.
33 - 38 Push back facing EAST irrespective of the runway in use
unless otherwise instructed.
59 - 65
Departing aircraft to re-confirm the Taxi lane with the Pushback operator on
completion of pushback.
Loss of Communication:
On the recognition of communication failure maintain 7000ft or the level assigned by ATC,
whichever is higher until 25 DME (BIA). Thereafter, climb to flight plan level and continue to
follow the SID until termination point. If the communication failure takes place beyond 25DME
continue to follow the SID, maintain the last assigned level by ATC, if any, or FL85, whichever
is higher, for 2 minutes and then climb to flight plan level.
Inside 15 DME (BIA) maintain last assigned heading until 20 DME, climb to 7000 feet
or the level assigned by ATC whichever is higher. After 20 DME, climb to FL85 or the
last level assigned by ATC whichever is higher and proceed directly to intercept the
flight plan route.
At or beyond 15DME (BIA) maintain last assigned heading for 2 minutes, climbing to
FL85 or the last level assigned by ATC whichever is higher. Then proceed directly to
intercept the flight plan route.
Five minutes after recognition of failure commence climb to flight plan level.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
VOCI 8*
VOR/ILS 09/27 3400 340/336 MAX/367 MAX MAX MAX
Cochin
VOHS 9
VOMM 9
ILS/ILS 07/25 3658 MAX MAX MAX MAX MAX
Chennai
VOTV 8
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Caution: Diversion to en-route requires permission from the controller and ultimately the
military.
6.3.5.3 Terrain
The airfield is located 15 NM Northeast of the city which is a prohibited area with an elevation
of 115 feet. Terrain in the immediate vicinity of the airfield is flat. Mountains extend from West
to Northwest to Northeast particularly 4600 feet AMSL 24 NM West 3100 feet AMSL 15 NM
Northwest and 2100 feet AMSL 16 NM Northeast.
Any deviation off track must obtain clearance before starting the maneuver.
The military controls all airspace throughout China and all route clearance come from the
military. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft and
monitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has no
authority outside of the airways.
Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT.
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6.3.5.5 Weather
Winter : North West monsoon, cold dry mainly clear sky. Sleet and snow may occur during
breaks in the monsoon. Possibility of fog at night. Monsoon re-establishes with strong
Northerly winds, visibility may be poor in smoke/haze. During the winter months, be prepared
for fog and low visibility due to smoke.
Spring / Autumn : Depressions mostly formed by Siberia into the pacific and marked cold
fronts more SE with rain and dust storm.
a) Arrival Procedures:
Beware of other traffic and also separation as there are many smaller planes using the
airport. Also maintain awareness of terrain on the missed approach.
Preferred Runway for landing is 36R or 18L. When landing on Runway 36R, expect a
short taxi into the parking bay. In addition for CAT 2 operations only Runway 36R is
equipped.
With Runway 18L in use, expect delayed descent clearance, thus high on the profile.
Caution: Avoid confusing lighted Highway South of the airfield with parallel Runways
b) Departure Procedures:
Take note of the climb gradient published in the Jeppesen chart for particular SIDs. Be
reminded of the high terrain to the North and West of the airfield.
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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST EAST
180 - 359 0 - 179
Meter Feet Meter Feet
13100 43000 12500 41100
12200 40100 11900 39100
11600 38100 11300 37100
11000 36100 10700 35100
10400 34100 10100 33100
9800 32100 9500 31100
9200 30100 8900 29100
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
ZBTJ 9
ILS/ILS 16/34 3200 MAX MAX MAX MAX MAX
Tianjin
ZBYN 7
ILS/ILS 13/31 3200 NOT NOT MAX / N MAX MAX
Taiyuan
ZSJN 9 ILS/
01/19 3600 MAX MAX MAX MAX MAX
Jianan VOR
ZYTL 8
ILS/ILS 10/28 3100 MAX MAX MAX MAX MAX
Dalian
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Warning: All runways are damaged by air strike. Runway availability is published by
NOTAM.
6.3.6.3 Terrain
The airfield is surrounded by urban development with high terrain located to the East with an
elevation of 85 feet. The MSA is 11,000 feet towards Northeast and Southeast between 020
to 200, and differs around 8000 feet within 10 NM.
6.3.6.5 Weather
Winter : Some heavy CB activity. Squalls with winds above 25 kts may give rising dusts and,
reducing visibility on occasion to less than 100 m.
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Runway 16 Glide slope has known anomalies beyond 5 NM, caution is advised.
For Runway 16, it is very important in case of missed approach to follow the published
procedures to turn right, in order to avoid high terrain on the extended centerline.
Caution: A highway illuminated by sodium lights runs parallel to Runway 17/35, in the
past has been mistaken for the runway.
b) Departure Procedures:
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
LCLK 8
VOR/ILS 04/22 2810 284/282 244/309 213 / 210 MAX MAX
Larnaca
Queen Alia NDB/ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX
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Caution: Exercise extreme caution when operating into and out of Damascus. Procedural
details and/or availability of facilities (Radar) and NAV AIDS are subject to
change with little or no prior notification. Many airline have reports of aircraft
being cleared for approaches that have no serviceable Nav Aids.
6.3.7.3 Terrain
The airfield is located 12 NM Southeast of the city and in proximity to a hostile border with an
elevation of 2020 feet. There is high terrain within 10 NM from the South through to the
Northwest.
The standard of ATC and English encountered can be poor. Use standard and simple
phraseology to reduce the possibility of confusion.
The airspace is relatively small, and has no radar cover. For this reason control is fully
procedural, pilots should be vigilant and maintain a good situational awareness of all traffic.
6.3.7.5 Weather
Summer: Sunny and hot with little change from day to day, which lasts from April -
September or early October. The rest of the year is more changeable with cloudy and rainy
weather with odd cold spells bringing frost or even heavy snow. These spells are infrequent
particularly along the Mediterranean coast but can be quite severe in the mountains and
inland.
The main rainy season is between November - February although even in mid-winter there
can be periods of warm, dry weather. There is a gradual increase and decrease in
temperature during the spring and autumn seasons.
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a) Arrival Procedures:
It is normal to be held high until very close to the airfield and then expected to make a
visual approach.
It has been stressed often, if in doubt go to the VOR and descend in the hold. From there
it is easy to continue visually or procedurally.
Caution: When Runway 05L/R in use especially with crosswind, expect windshear.
Caution: The relative position of MARJ RUHAYYIL, the military field. The VOR is
displaced from the threshold by several miles, in fact it lies between the two
airfields. In addition, the runways in Damascus are well separated and
staggered, therefore extreme care should be taken to correctly identify the
runway given.
b) Departure Procedures:
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
LCLK 8
VOR/ILS 04/22 2810 284/282 244/309 213/210 MAX MAX
Larnaca
Queen Alia NDB/ILS 08R/26L 3660 MAX/347 MAX MAX MAX MAX
OJAM 8
CIR/ILS 06/24 3275 278/276 230/293 200/198 157 MAX
Marka
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Warning: Runway overall slope is 0.1% DOWN in the 05 direction, there is a pronounced
dip in the middle.
Caution 1: Exercise caution when passing in front of terminal 1 due close proximity of light
aircraft to taxi way routing.
Caution 2: Degraded braking action when runway wet, due considerable rubber deposits.
Caution 3: Exercise caution during taxi due uncontrolled vehicular and pedestrain
movement.
6.3.8.3 Terrain
The airport is situated on a flat coastal plain. A range of hills west of the airport running North/
South rises to approximately 1100 feet.
6.3.8.4 Weather
Jan - Feb: Generally good conditions with winds prevailing from the North and Northeast.
Occasional thunderstorms are usually of short duration.
Mar - May: Is the period of maximum rainfall and thunderstorms. Winds are light and
variable. May is the worst month for poor landing conditions. Very low cloud base (500 feet)
may occur at any time of the day or night.
Jun - Oct: Is the dry season with South-East and South-West surface wind. Occasional low
clouds during the morning and early afternoon in July and August.
Nov - Dec: Surface winds from North-East with low cloud in the morning and afternoon.
Increase of rainfall with occasional thunderstorms.
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Radio reception has been reported poor. Possible loss of VHF coverage at Nairobi/Dar
Es Salaam FIR boundary.
Navaids may become U/S due to unreliable power supply. Approach radar coverage is
120NM. Within DAR FIR, squawk mode A & C 2000 unless assigned a different code.
Initial clearance is with DAR control. Expect radar vectors to runway ILS/VOR. Do not
rely on ATIS for runway in use, always confirm with tower. Arrival runway 05, the radio
altimeter indicates terrain slopes up to 500 feet to the southwest.
Caution: Aircraft position and height must be countinuously monitored throughout the
approach.
Clearance is issued via SID regardless of VOR serviceability. Expect clearance to turn
and join airway after Take-off. Final level enroute will be issued by DAR control.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
HKJK 9
ILS/VOR 06/24 4117 MAX MAX MAX MAX MAX
Nairobi
HKMO 9
VOR/ILS 03/21 3350 MAX MAX MAX MAX MAX
Mombasa
HTKJ 9
ILS/NON 07/27 3500 MAX MAX/370 MAX MAX MAX
Kilimanjaro
HTZA 7
NON/DME 18/36 2460 NOT NOT NOT 165/MAX MAX/85
Zanzibar
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Warning: Runway 05 - Known problems of false localizer capture on ILS. Aircraft may turn
towards high ground during the false capture. Monitor position using R-226 GVA.
Warning: APU usage not authorized on stands equipped with Air Condition and electrical
power, except 5 minutes prior engine start or when ground equipment
unserviceable.
Caution: Runway 05 - Due terrain between 14nm and 10nm (GVA VOR), Radio
Altimeter is inaccurate with reference to HAT.
Caution: VFR traffic - Operating in vicinity without MODE C. A good lookout is prudent
for non-mode C TCAS returns.
Caution: Arrivals - Arriving from any direction into Geneva, caution is advised when
accepting descent clearance due high terrain.
Note: Due surrounding terrain, 180 kts is max maneuvering speed for both CAT C &
CAT D during circling.
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6.3.9.4 Terrain
Geneva aerodrome is situated at Southwest end of Lake Geneva with the city to the
Southeast.
High terrain is located in all quadrants. East/Northeast, terrain initially rises steeply to 5,300ft
MSL at 7nm, reaching 7,500ft MSL at 20nm and rising further to 10,700ft MSL by 32nm. On
Runway 23 extended centerline, terrain to 3,700ft MSL at 9nm.
South and East are the ALPS, with Mont Blanc, 15,783ft MSL located 40nm Southeast.
6.3.9.5 Air Traffic Control
ATC standard is good. Radar vectoring is used. Arrival speed restrictions advised via ATIS or
as cleared by ATC. Upon first contact with Geneva Arrivals, report aircraft type.
Night Curfew
Arrivals can only be expected to receive an approach clearance if overhead GVA VOR, no
later than 15 minutes before the night curfew comes into effect.
ATC slot allocated, engine start-up not before 15 minutes prior to the slot. Runway 23 in use,
due long taxi time, call 20 minutes prior to the slot.
6.3.9.6 Weather
Winter: Surrounding high ground has effect on frontal activity with CBs and winds of 40kts to
50kts giving turbulence. Average snowfall is 7-8cm per month. During high-pressure period
fog is frequent particularly in December. Cloud bases of 200-400ft to be expected with
Northeast winds.
Summer: Generally good weather, thunderstorms are frequent. Expect turbulence on final
approach Runway 05 especially with Northeast winds.
6.3.9.7 Arrival Procedure
All STARs have numerous crossing altitudes and speed restrictions. Observe published
speed limit points (SLP) when broadcasted on ATIS or cleared by ATC.
ATC will expect the aircraft to be in clean configuration for as long as possible considering
safety requirements. Speed shall be reduced, landing gear extended and flaps set in such a
way that landing configuration and speed are established 4NM from touchdown.
ATC speed and altitude requests may leave the aircraft being placed above the ideal descent
profile; more drag technique will normally provide best solution.
Arriving from Southeast, STARs have altitude restrictions of 18,000ft within 28nm of the
airport. Flights arriving from Newark will generally use LUSAR STAR, which has numerous
altitude crossing and speed restrictions.
Radar vectoring to a 15 mile final is common, RWY05 to waypoint INDIS, RWY 23 to SPR
VOR, resulting in reduced track miles. 220kts may be requested approaching transition point.
The VOR approach to Runway 05 has a decent angle of 3.7 but the PAPIs are set to the ILS
descent slope of 3.0. Consider the landing flap selection and transition to visual guidance.
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Nil
Start-up procedures published, see Jeppesen briefing pages. Contact ATC 5 minutes prior
start-up. Towing or push back, a general authorization only will be given to the flight crew.
Detailed instructions transmitted directly to tug driver.
All SIDs are minimum noise routings, which must be flown as accurate as possible. Climb
gradients greater than 3.3% required, speed and bank angle restriction published, minimum-
crossing altitudes must be observed.
Some SIDs have initial climb out chart published with transition to en-route structure.
Due surrounding terrain and SID climb gradients, careful planning is required in case of
engine failure during climb out, and should be briefed during pre-flight briefing.
a) Bird Hazard:
A system is in operation for deterrence against bird strikes. If needed, crews can request its
operation by contacting ground control tower (APRON 121.750 MHZ) between 0600 and
2200LT.
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6.3.9.10 Miscellaneous
a) Security
A suitable service provider will do pre-departure security check for the GVA-EWR sector
as listed below.
Aircraft search will be carried out by ICTS and a copy of the search form will be
handed over to the CSD.
Catering will be escorted to the aircraft and a checklist confirming seal numbers will be
handed over the CSD/CS for their confirmation that the seals were intact on delivery
to aircraft.
Copy of this form will also be handed over to the CSD/CS for records.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
LFLL 8 ILS / ILS 18L/36R 2670 MAX MAX MAX MAX MAX
Lyon VOR / ILS 18R/36L 4000 319/317 249/316 162/160 MAX MAX
LFPG 9 ILS / ILS 08L/26R 3615 MAX MAX MAX MAX MAX
LFSB 7*
Basle-Mul- ILS / NON 15/33 3900 NOT NOT MAX/NOT MAX MAX
house
LIMC 9 ILS / VOR 17L/35R 2977 MAX MAX MAX MAX MAX
Milan-Mal-
NON / ILS 17R/35L 3515 MAX MAX MAX MAX MAX
pensa
LSZH 9 NON / VOR 10/28 2500 297/294 MAX/349 MAX MAX MAX
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Warning: TWY G,V and W cross with the airport service path, be vigilant while passing the
intersections.
Caution: Do not mistake the expressway located at west of RWY 02L / 20R for the runway.
Note : RWY 02R/20L - Maximum take-off weight is not possible. Consult LPC (Airbus)
or "OPT (Boeing)".
6.3.10.4 Terrain
The airport is located 31km northeast of the city, generally on a flat terrain. Several hills with
gentle slopes near north end of runway between 6-10nm at an altitude of 900-1800ft, which
may contribute to windshear conditions.
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Delays greater than 30mins from filed ETD; the ATS flight must be amended.
Aircraft delayed by more than 30mins, the flight plan must be modified to show
revised EOBT.
Jeppesen Hi/Lo Level Altitude charts CH (H/L) 1/2 & 3/4 has detailed inset charts showing
surrounding airway structure.
6.3.10.6 Weather
Summer - April-September: Hot and humid, most rainfall occurs during these months.
Average summer temperatures range from mid 20s to low 30.
Note: During the months of July and August, typhoons are experienced along the
southern China coast, which may affect alternate selection and result in
distanced alternates being required.
During simultaneous approaches, assigned STARs may contain additional track miles.
Contact APP on assigned frequency before entering into the Approach Control Area.
Expect RWY 02R or 20L for landing.
Traffic circuits of RWY 02R/20L shall be made to the east, and traffic circuits of RWY 02L/
20R shall be made to the west.
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After vacating RWY, especially under conditions of low visibility, report RWY and TWY
designation on initial contact with GRD.
Follow-me vehicle service and towing service available via Ground Control.
Prior to push back from parking stand, verify pushing direction and approved RWY
designation to GND.
Note: In order to avoid frequency congestion, pilot shall leave TWR frequency without
instructions from controller as soon as airborne and contact APP immediately on
the frequency assigned by ATC clearance.
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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST EAST
180 - 359 0 - 179
Meter Feet Meter Feet
13100 43000 12500 41100
12200 40100 11900 39100
11600 38100 11300 37100
11000 36100 10700 35100
10400 34100 10100 33100
9800 32100 9500 31100
9200 30100 8900 29100
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
ZGSZ 9
ILS/ILS 15 / 33 3400 333/329 MAX MAX MAX MAX
Shenzhen
VMMC 9
ZSAM 9
ILS/ILS 05/23 3050 MAX MAX MAX MAX MAX
XIAMEN
ZSFZ 9
ILS/ILS 03/21 3600 MAX MAX MAX MAX MAX
Fuzhou
Hong Kong
ILS/ILS 07L/25R 3627 MAX MAX MAX MAX MAX
(note2)
Note 1: Macao - 1) Limited parking space and may become congested. 2) Weather
conditions should favor usage of RWY341. 3) Runway 16 not authorized. 4)
Immigration problems similar to Hong Kong.
Note 2: Hong Kong should be used as a last resort due to immigration issues in
transferring passengers from Hong Kong to Mainland China.
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I N T E NT I O N A L LY L E F T B L A N K
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Warning2: Minimum sector altitude MSA is based on TH and TD VOR, which are 22NM
EastSouth-East of Airport reference point.
Caution: Taxiways Z1 and Z2 not authorised due to the width and low PCN.
Note: Continuous descent approach for runway 25 L/R and preferential use of runway
07L/R applies as per Jeppesen 10-4.
Note: During parallel runway operations the aerodrome traffic zone is split into two
sectors. These are :
1) The North runway (07L/25R) ATS call sign is Hong Kong Tower North.
2) The South Runway (07R/25L) ATS call sign is Hong Kong Tower South.
6.3.11.3 Terrain
The airfield is located North of Lantau Island with an elevation of 28 feet. Lantau Island is very
hilly terrain, with peaks rising up to 4500 feet in close proximity of the airport. Be especially
aware of peaks rising to 3100 feet just 3 NM South of the airport.
Highest man made obstacle 3277 feet MSL, 11 NM from Threshold of Runway 25R.
The surrounding islands have high ground giving an MSA of 4300 ft at the highest. Omni
directional red strobe lights are located on peaks within approach and take-off areas, flash
every second.
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Air Traffic control is generally very good, however Hong Kong is a major airport of the South
China region and has many departures and arrivals.
Note: ATC will NOT relay any diversion messages to Company or GHA. Any intention
to divert must be communicated to CATHAY DISPATCH at VHF 131.6
6.3.11.5 Weather
Hong Kongs weather is generally windy area with winds of 15 kts coming off the hills from the
East. Strong easterly winds may give rise to turbulence on arrival and departure. Especially if
associated with a typhoon or tropical storm they can lead to severe wind shear.
January to February : Generally cloudy and occasionally there are cold fronts, temperature
may drop to around 10C.
March to April: May be very pleasant although there are occasional spells of high humidity.
Fog and drizzle can be particularly troublesome on high ground, which is exposed to the
Southeast, air traffic services are occasionally disrupted because of reduced visibility.
September to October: The months most likely to be affected by tropical cyclones, although
gales are not unusual any time between May to November. Isolated thunderstorms
sometimes occur in the evening. Heavy rains from tropical cyclones may last for a few days.
About 80% of the rain falls between May to September.
NIL
NIL
Delays in excess of 30 minutes from filed EOBT, the ATS flight plan should be amended.
To ensure efficient co-ordination with adjacent ATS units, the assigned cruising level
should be reached by waypoint DOFIN (AWY V9).
If unable to reach filed flight level by waypoint DOFIN advise ATC at start-up.
All Easterly Departures have a minimum Climb Gradient of 4.1% (RWY 07L) and 4.9%
(RWY 07R) up to 1400ft. In the event of an engine failure strictly adhere to (Special)
EOSID RWY 07L/R, which are included in FMS NAV Database.
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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST EAST
180 - 359 0 - 179
Meter Feet Meter Feet
13100 43000 12500 41100
12200 40100 11900 39100
11600 38100 11300 37100
11000 36100 10700 35100
10400 34100 10100 33100
9800 32100 9500 31100
9200 30100 8900 29100
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
RCKH 9
ILS/LOC 09/27 2700 275/344 MAX/344 MAX MAX MAX
Kaohsiung
Taipei Chiang
ILS/ILS 06/24 3350 294/294 MAX/349 MAX MAX MAX
Kai Shek
VMMC 9
ILS 34 2865 317/311 MAX/372 MAX MAX MAX
Macao
Bangkok Suvar-
ILS/ILS 01R/19L 4000 MAX MAX MAX MAX MAX
nabhumi
RPLL 9
ILS/ILS 06/24 3410 MAX MAX MAX MAX MAX
Manila
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Caution : Weather fronts build up rapidly to the East and West. Inbound traffic maybe re-
routed to Dallas Forth-Worth (KDFW).
Caution : Runway 26L approach - Do not confuse cargo apron (well light) with runway
during low visibility.
Caution : LAHSO (Land and Hold Short Operations) - Not authorized for Qatar.
6.3.12.3 Terrain
Generally flat with no significant terrain. Obstacle(s) to 1,050ft located 10nm South. The city
of Houston is located 23 miles South.
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SWAP (Severe Weather Avoidance Procedure) used to reduce en-route capacity. Re-
routes and revised flows are used to avoid severe weather..
6.3.12.5 Weather
Prevailing wind - South/Southeasterly, Strong Northerly winds can occur after weather
front has passed, usually lasting 12-36 hours, which may have significant impact on
traffic flow rate if Runway 33L/R is required.
Summer - Hot and Humid, average daily max temperature 34C, evening between 26-
31C. Afternoon thunderstorms (average 15 days per month) are common and
intensive with associated turbulence, low ceiling and poor visibility in heavy rain,
resulting in potential arrival delays/diversions.
Winter - Cold fronts moving southward bring rain, low wind chill, freezing rain. Fog
may occur Nov-Mar, forms early morning and dissipating by 10am.
Jan, Apr, Oct and Dec - Texas and Louisiana airports experience high frequency of
radiation, advection and pre-frontal fog. Fog conditions occur less during Feb, Mar,
May and Nov.
Hurricanes (Season Jun-Nov) and tropical cyclones affect the Texas/Louisiana Coast.
Extended holding and arrival delays to be expected at any time due traffic and changing
weather. Preferred Runways (best flow rate) - Runways 26L, 27 and 26R (CAT III) up to 8-
10kts tailwind. Crew to plan and brief for potential Runway change. ATC advises Runway in
use on first contact.
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Triple simulatneous parallel approaches (Runway 26L/R & 27) in use during busy
periods.
If Runway 15L/R or 33L/R used for arrivals, flow rate is reduced considerably.
Taxiway Restrictions for B777, A346 and A330 - See Jeppesen Chart.
Gates
The lateral lights (on the right or left as aircraft approaches parking stands) which
are two neon lights lining up to advise the crew to stop, can only be aligned for one
type of wide body aircraft.
Arriving crew should be instructed to disregard these lights and watch the ground
crew, then the red stop light the ground staff will manually deploy when the aircraft
is on the stop mark
There is no count down indications from stop light informing pilot approaching the
final stopping point.
Typical departure profile for Runway15L/R, Expect right turn to North/Northeasterly Heading,
with a restriction to maintain 4,000ft. After clearing downwind arriving traffic, a clearance to
15,000ft is initiated.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
KAUS* 8 (D) ILS/ILS 17L/35R 2743 MAX MAX MAX XXX XXX
Austin - Berg-
ILS/ILS 17R/35L 2733 MAX MAX MAX XXX XXX
storm
KDFW 9 (E) ILS/ILS 13L/31R 2553 MAX MAX MAX XXX XXX
Dallas Forth ILS/ILS 17C/35C 4085 MAX MAX MAX XXX XXX
Worh ILS/ILS 17R/35L 4085 MAX MAX MAX XXX XXX
KMSY 8 (D) ILS/LOC 01/19 2134 303/300 MAX/357 MAX XXX XXX
New Orleans
ILS/ILS 10/28 2987 303/300 MAX/357 MAX XXX XXX
Armstrong
KMEM 8 (D) ILS/ILS 09/27 2727 MAX MAX MAX XXX XXX
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NIL
NIL
6.3.13.4 Terrain
NIL
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6.3.13.6 Weather
December to February : North East Monsoon. Average mid day temperature: 30C. Light
winds and cool weather with minimum overnight temperatures around 22C. Occasionally
frontal depressions. Frequent morning fog usually clearing by 10:00 local time.
March to Mid June : Hot Season. Temperatures slowly build up until the start of the
Southwest Monsoon with storms towards the end of the period. Average mid day
temperature 34C.
Mid June to September : South West Monsoon. Some continuous rain with thunderstorms
that do not usually last more than 10 days month. Little rains can be expected in September.
The average maximum temperature is about 32C.
October to November : Fine warm weather with haze in the morning. The average
maximum temperature is about 30C.
Caution: Do not mistake Hakimpet Air Base and old Hyderabad Airport as they have the
same runway alignment.
b) When under radar vector and clearance for approach has been issued aircraft shall
continue the final approach and land. If the failure takes place prior to clearance for
Approach has been issued, aircraft shall maintain the last assigned heading and level
for one minute and thereafter climb to FL 85 or the last assigned level whichever is
higher and proceed to join HIA VOR holding and thereafter carry out the instrument
approach.
Taxi B2, K1, K2, K3 and M, may only be used by A320 family.
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Inside 15 DME (HIA) maintain last assigned heading until 20 DME, climb to 7000
feet or the level assigned by ATC whichever is higher. After 20 DME climb to FL85
or the last assigned by ATC whichever is higher and proceed directly to intercept
the flight plan route.
At or beyond 15DME (HIA) maintain last heading for 2 minutes, climbing to FL85 or
the last level assigned by ATC whichever is higher. Then proceed directly to
intercept the flight plan route.
Five minutes after recognition of failure commence climb to flight plan level
approach procedure for the RWY for which the initial cleared was issued.
Local Regulation :
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
VANP 8
VOR/ILS 14/32 3200 NOT NOT NOT NOT MAX
Nagpur
VOBL 9
ILS/ILS 09/27 4000 MAX MAX MAX MAX MAX
Bangalore
VOCI 8*
VOR/ILS 09/27 3400 MAX/367 MAX/342 MAX MAX MAX
Cochin
VOMM 9
ILS/ILS 07/25 3658 MAX MAX MAX MAX MAX
Chennai
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Caution: Large birds in vicinity of airport are often found between 15th June and 15th
October.
Caution: Small animals (e.g. dogs) run freely on the airport and may constitute a hazard
especially on the runway.
Caution: Exercise caution whilst manoeuvring on the apron due to limited parking space.
Note: Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.
6.3.14.3 Terrain
The airport is located 1 NM East of the city on flat desert terrain with an elevation of 1260
feet. Two significant obstacles are shown on the charts, one to the Northwest and one to the
Southeast.
The Blue Nile flows East to West just North of the airfield joining the White Nile which flows
South to North 4 NM Northwest of the airfield.
Air Traffic Control is generally poor, standard phraseology should be used at all times.
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6.3.14.5 Weather
Frequent dust and sand storms may lower visibilities to below minimums especially when the
wind is greater than 15 kts.
May to September : Hot season, brings thunderstorms, some of which are severe. They are
normally short-lived (15 mins) and therefore it is better to hold away from the airport until the
weather clears. Note, gust front may be 40 to 50 NM ahead of the storm, it picks up dust and
may cause problems for aircraft. Visibilities may reduce to below 500 metres. The heavy rain
which follows may cause flooding but the runway usually remains clear.
Strong winds at any time of the year will reduce visibility drastically in rising sands.
The VORs in the region are very unreliable and the signals do fluctuate. The ILS is sub-
ject to false captures very close to the actual beam and must be used with caution. It is
good practice to monitor the ILS with the VOR radial due to the reliability of the ILS.
Caution: Avoid confusing street lighting 3 NM West of Runway 36 and bridge lighting
on final approach for Runway 18 with ALS.
Caution: Crews are advised that runway, taxiway and apron markings are in a faded
condition, exercise caution.
Aircraft are required to backtrack, the turning loops are unlit. FOD is a big problem on the
taxi and apron areas. The apron and taxiways are in poor condition.
Radar vectoring is poor when used. Reports of ATC holding aircraft high, resulting in
making the approach profile impossible to achieve. The LOC has been reported as
being unreliable (crew report 2006).
Backtrack will be required using either runways. Noise Abatemnt Departure Procedure
(NADP) - NADP A
Crew staying overnight, passports will be held by immigration and returned at time of
departure.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
HESN 9
VOR/ILS 17/35 3402 340/336 MAX/342 MAX MAX MAX
Aswan
HSPN 7
VOR/ILS 17/35 2500 NOT NOT MAX/N MAX MAX
Port Sudan
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I N T E NT I O N A L LY L E F T B L A N K
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Caution: Degraded-braking action when runways are wet due to rubber deposits.
Caution: During low visibility, do not mistake 18L or parallel taxiway for runway 18R,
especially when conducting offset VOR approach to runway 18R.
Caution: Exercise caution during taxi due to uncontrolled vehicular and pedestrian
movement.
Caution: Parking stand, wingtip and engine clearance is an issue if overshoot parking
position.
Note: The ILS is not monitored by ATC. Continual monitoring of the LOC and GS is
essential. Descent progress should be monitored with reference to FPA.
Note: Reports of inaccurate surface winds and visibility, particularly during adverse
weather conditions.
Note: Many taxiways have poor markings and no designation, and combined with poor
ATC. Taxiway confusion is possible.
6.3.15.4 Terrain
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Controllers speak fast and with heavy accent. Use standard phraseology.
During HAJ season, routing to/from Doha may be longer than normal due revised
routing.
6.3.15.6 Weather
Seasons are defined as the wet season, from April to October, and the dry season, from
November till March. The wet season is particularly noticeable on the Southeastern coast.
February to March: Beginning of rainy season, known as the Southwest monsoon. The
beginning of the rains is usually marked by the incidence of high winds and heavy but
scattered squalls.
December to February: During Harmattan winds, reduced visibility due dust and haze can
be expected. Low clouds frequent in early morning. Fog is a daily occurrence, forming before
dawn and clearing by 0900Z.
Note: The most severe weather at Lagos comes from line squalls, moving from East to
West during the spring when the ITCZ is moving Northward. Long lines of dark
clouds, rapid rise in wind speed, heavy rain and rapid change in wind direction
characterize these squalls.
Note: During December to January, whenever the forecast visibility is below the
published minima, consider an additional one-hour holding fuel.
Note: Winds - generally Southern in direction, with the exception of December, when
winds are Northerly in direction.
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Prevailing conditions favor RWY18s, expect either RWY18R ILS or VOR/DME proce-
dure.
ILS 18R G/S is erractic (Crew report Nov 2008)
6.3.15.8 Ground Manuevering
Surface marking are faded and difficult to read/see, especially during adverse weather
conditions. (Crew report 2008)
Late stopping instructions from marshaller has occcured on several occasion. (Crew
reports Nov 2008)
Do not use parallel taxiway East of Runway 36R/18L.
6.3.15.9 Departure Procedures
Confirm with ATC that flight plan matches filed flight plan. Call for start clearance 15mins
prior ETD, departure clearance issued during taxi out. Expect outbound routing initially on
a radial from LAG VOR, particularly with inbound traffic on R778 (049).
Crossing height restriction FL100 (VOR LAG), and can only be met if departing
runway18R.
Violent street crime, armed robberies, muggings and carjacking remain prevalent nation-
wide but particularly in Lagos. Vigilance and adequate security measures are necessary,
particularly at night. The city is filled with poor quality buses and motorcycles that are a
vital part of Lagos Transport Network. They are notorious for crashes and robberies.
Crew are recommended not to travel on them.
Crew Accommodation
Accommodation for crew is arranged at Sheraton hotel, which is approximately 12km
from Airport. The hotel Premises is secure with adequate CCTV coverage and physical
security presence at the entrance, as well as lobby.
Transport
Crew transport is provided by ground handling company called NAHCO. Two armed
Police vehicles will escort the crew transport from Airport to hotel and vice-versa.
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Airport
QR has contracted Check Port Security company to provide security services for our
operations at Lagos. Crew must ensure the security integrity of the catering uplift by ver-
ifying each catering seal numbers before accepting on board. Duty Free & Bar cart seals
needs to be cross checked with Check Port Security Personnel on arrival and departure.
In addition to the above, dedicated QR Security staff is stationed at Lagos Airport to over-
see QR security requirements.
During crew stay at Lagos, it is strongly recommended that crew remain in the hotel and
strictly avoid venturing around the city
Contact Numbers
In case of any emergency, crew may contact the below mentioned numbers.
Contact Details
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Note : B777 / A346 - For emergency only, Runway 22 : Landing - must exit via Taxiway
A (LDA2380m). Runway 04 : Take-off from Taxiway A. Runway 04 - turn pad not
suitable for B777 / A346.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
LEMD 9 NON / ILS 15L/33R 3500 MAX MAX MAX MAX MAX
Note: Day and Night time preferential Runway System applies as per Jeppesen 10-1P.
6.3.16.3 Terrain
The airfield is located 13 km Northeast boundaries of the city with an elevation of 2000 feet.
The vicinity close to the airfield is hilly.
Madrid is located on a high and dry plateau surrounded by mountains and hilly terrain. The
highest peak in the Madrid terminal area is 8268 ft located about 26 NM Northwest of the field
(La Malicisa and Penalara peaks).
ATC standard is generally very good. Use standard phraseology. Extensive use of Spanish
language is made by ATC.
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6.3.16.5 Weather
The climate is dry continental with warm summers. The possibility of precipitation is even
through out the year except at the dry and hot summer time. Generally the main wind
direction is from the west. Due to the hilly surrounding terrain strong winds create bumpiness
during approach and departure.
June to August: Summer months. The average daily temperature can reach upto 31C.
December to February: Winter months. The average daily temperature can drop down to
1C. Low clouds with poor visibility during this time of the year.
March to May and from September to November: Frequent morning fog occurs,
disappearing slowly after sunrise.
a) Arrival Procedures:
Preferred Runways for arrival, refer to Jeppesen charts.
Caution: Do not mistake Torrejon airfield (LETO) Runway 05/23 for Madrid Barajas
(LEMD). Torrejon threshold Runway 05 is located approximately 2 NM
Northeast of Madrid Barajas Runway 33R.
Note: Report as soon as possible the intention of missed approach maneuver for
runways 18L/36R. This is required for ATC to restrict departure from runways
36L/15R.
Expect "Follow Me" vehicle to meet the aircraft before entering the apron for guidance to
Terminal 1.
b) Departure Procedures:
When issuing a Landing Clearance based on Anticipated Separation, ATC shall issue
clearance to the succeeding aircraft with the following instructions: .... (Call sign) BEHIND
LANDING / DEPARTING (aircraft type) CLEARED TO LAND RUNWAY (number).
Pilots requesting or accepting to take-off from the intersections shall inform ATC accord-
ingly on initial contact with Ground Control.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
LEAL 8
ILS/VOR 10/28 3000 337/335 MAX. MAX MAX MAX
Alicante
LEVC 7
VOR/ILS 12/30 2915 NOT NOT MAX MAX MAX
Valencia
LEZL 7
VOR/ILS 09/27 3360 NOT NOT MAX / N MAX MAX
Seville
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6.3.17.5 Weather
Mashhad is located in the Northern temperate region, and has a changing climate. The rainy
season is mostly in mid December through late March. Summers, the weather is dry and
warm. Winters, it is rather cold.
a) Arrival Procedures:
Runway 13L and 13R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC)
except tail wind component is 10 kts or more.
Runway 13L and 13R approaches are steep. (FPA 4.5 for VOR-DME runway 13L and
FPA 4.8 for VOR-DME runway 13R) which is up to 1200 ft/pm.
b) Departure Procedures:
Runway 31L and 31R are not usable during 1830 - 0330 Local Time (1730 - 0230 UTC)
except tail wind component is 10 kts or more.
ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
OIIE 9
OIKK 8
VOR/VOR 16/34 3785 NOT NOT 211/209 MAX MAX
Kerman
UTAA 7
ILS/ILS 12L/30R 3800 NOT NOT MAX/N MAX MAX
Ashgabat*
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Note: A330 TS-1 fuel is approved and can be mixed with JET A1 or JET A type fuels.
Note: Refer to Operations Manual, Part A: General/Basic, Chapter 8.2.1.7.2 for fuell
freezing point determination and fuel mixture if any.
Note: GHA frequency not available. Urgent message can be passed via Contact
Ground Control (119.0).
Note: Fuel remaining in outer tanks should be transferred to inner tanks to avoid
unnecessary de-icing from upper side of wings. Refer to FCOM 3.04.91
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6.3.18.3 Terrain
Moscow Domodedovo (pronounced Domoshedovo) airport is positioned within a wooded
suburb 23 NM Southeast of Moscow Central. The airport elevation is 587 feet. There is no
significant terrain in the immediate area but there are numerous military and civilian airfields
in the vicinity. Moscow Bykovo 13 NM North-Northeast, Ramenskoye 12 NM Northeast,
Podolsk/Dubrovitsky 14 NM West, Moscow Ostafyevo 14 NM Northwest and Mosocw
Vnukovo 24 NM Northwest.
Caution: Do not mistake illuminated highway leading to the airport with the runways.
Caution: Casual or informal language may reduce safety. Use simple and standard
phraseology. Controllers speak reasonable English, but careful with special
requests to avoid misunderstanding.
Caution: On departure, Radar vectors may take aircraft into prohibited areas.
Careful attention is needed both on arrival and departure to ensure the correct altimeter
setting is used: ATC uses the term HEIGHT (QFE) but do not usually use the term Flight
Level (1013.2). QNH may be obtained on the ATIS and/or HF broadcasts.
Within the Russian Federation ATC and MET use metric units. Distances are measured in
metres (m) and kilometer (km), the wind velocity is in m/sec and pressure indications may be
provided in mmHg (millimetres of Mercury) or hPa. It is Qatar Airways policy to fly QNH at all
times below transition altitude, QFE shall not be used at any time on any primary altimeters.
QNH should be available at all times from ATC going to UUDD, if unable to obtain QNH you
can convert QFE into QNH by adding 22 hPa to the current UUDDs QFE. The value of the
field elevation translated into hPa as follow :
Above TL/TA, clearances are given in metres. Correct altimetry may be achieved by selection
of STD and; METERIC ALT pushbutton (for A320 Family).
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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST EAST
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
Below TL/TA clearances are given in metres - QFE (height above airport). To ensure correct
operation of lateral and vertical navigation and to remain consistent, a conversion from
metres - QFE to feet - QNH must be performed by crew.
When cleared below the Transition Level all the aircraft altimeters shall be referenced to
feet rather than metres.
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QNH in hPa should be available on ATIS. Crews should also request QNH in hPa from ATC.
Aircraft should be set to QNH according to Operations Manual: Part A: General/Basic,
Chapter 8.3.3.
Conversion from metres - QFE to feet - QNH is accomplished by reference to table below.
Feet (ft) to Meter (m) conversion below Transition Level (TL) (for DME only)
900 3540
800 3200
700 2900
600 2600
500 2200
400 1900
300 1600
200 1200
100 900
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
6.3.18.5 Weather
The climate is continental with relatively warm, humid summers with mean maximum
temperatures above +28 C during July to September. Winter season is long and cold with
mean minimum temperature of -25C in January to February.
Most weather activity consists of CBs or squalls. Occasionally, morning fog occurs during
winter months but usually dissipates by mid-morning.
Prevailing winds are westerly and at times quite strong. Below minima weather is not
common.
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a) Arrival Procedures:
STARs are used, followed by radar to final approach. Descent clearance, which may be
delayed, will be given by radar and may not be consistent with the STAR. The radar con-
troller may not give the last turn onto the ILS LLZ, make this turn using bearings
from locators without further instructions. Clearance to land is given after crews
have reported Landing Gear down.
Runways with ILS approaches have two (2) missed approach procedures published,
"Standard" and "In case of Lost Communication". Due limitation in FMS NAVDB, only
"Standard" missed approach procedure available.
b) Departure Procedures:
ATC may assign low height after take-off, possibly below thrust reduction/acceleration
height.
Expect the clearances as Climb 900 m on Runway heading, passing 200m contact radar
127.7.
Convert any ATC clearances in metres (QFE / FL) to feet (QNH / FL), using appropriate
conversion table provided above, then place the appropriate converted feet value in the
FCU.
Visa for Russia MUST be in the current passport of a crewmember. If a passport has
been renewed, the old visa automatically becomes invalid, even though it has not
expired. Ensure Visa is transferred to current passport.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
EETN 7
ILS/ILS 08/26 2820 NOT NOT MAX/N MAX MAX
Tallinn
Helsinki - Van- ILS/ILS 04L/22R 3000 MAX MAX MAX MAX MAX
taa ILS/VOR 15/33 2901 MAX MAX MAX MAX MAX
EVRA 8
ILS/ILS 18/36 2550 NOT NOT MAX/N MAX MAX
Riga
EYVI 7
ILS/ILS 02/20 2500 NOT NOT 217/215 MAX MAX
Vilnius
St. Petersburg ILS/ILS 10R/28L 3780 310/307 XXX/292 205/203 156 MAX/87
UMMS 8
ILS/ILS 13/31 3640 268/264 249/312 208/206 159/163 MAX/82
Minsk
UUEE 8 ILS/ILS 07L/25R 3550 327/323 MAX MAX MAX MAX
Moscow -
Sheremetyevo ILS/ILS 07R/25L 3702 294/291 MAX/367 MAX MAX MAX
(Note 1)
UUWW 8
ILS/ILS 02/20 3000 235/233 208/265 178/177 142/144 MAX/93
Mosocw -
Vnukovo (Note
2) ILS/ILS 06/24 3000 XXX NOT NOT NOT 63/61
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Caution: Juhu airport is 1.9 NM northwest and has a Runway 08 which has been mistaken
for Runway 09 at Mumbai
Due to extensive light aircraft and helicopter activity at Juhu, a sharp look out
should be maintained at all times.
Note: All turns must be made on the runway properly avoiding shoulders.
Note: People wandering onto runways and taxiways during the day and night.
6.3.19.4 Terrain
Airfield located 8 NM Northeast of Mumbai (Bombay) and 2 NM from the coast with an
elevation of 27 feet. 40 NM to the East are the Western Ghat Mountains which reach a
maximum of 5400 feet AMSL. Hills lie to the North and East within 10 NM, the highest being
nearly 1550 feet AMSL at 8 NM North Northeast. Immediately East of the aerodrome, in the
vicinity of Runway 27 MM, there are low hills, which have been levelled to their present
heights of around 200 feet above airfield elevation. At range 3.5 NM on the approach to
Runway 32 and just left of centreline is a hill 1050 feet and obstructions to nearly 1074 feet
AMSL. There is a mast to nearly 1000 feet AMSL 5.5 NM South Southwest. On the approach
to Runway 27 there are hills and obstructions to nearly 750 feet AMSL 1 NM right of the
centre line and 2 NM short of the threshold.
Pilots are advised to make full use of Navigation Aids and Instrument approach plates and
procedures even in VMC conditions.
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The standard of ATC is average. English at times is barely adequate requiring terminology to
be kept simple.
6.3.19.6 Weather
March to early June is the hot season ending with the possibility of thunderstorms known as
Elephantas late in the season (The name Elephantas comes from Elephanta island on the
eastern side of the Mumbai harbour. The storm usually comes from this direction). The
Elephantas can be prolonged and severe.
Mid June to September is the period of Southwest Monsoon. The onset and withdrawal of
the monsoon is generally marked by several thunderstorms and squalls. The monsoon
generally break over Mumbai about first week of June. Heavy rain and thunderstorms seem
to occur almost continuously during this period. Hazard like crosswind conditions exceeding
operational limits, poor braking actions very low visibility and runway contamination prevail
during this period.
Warning: June/July are months heavy rain accompanied by squally winds. Hazards like
crosswind conditions exceeding operational limits, poor braking action, very low
visibility and runway contamination due to flooding prevail in this season.
October to November, apart from the Elephantas as the south-west monsoon withdraws the
weather is mainly fair. Winds are mainly north easterly to westerly.
December to February is the Northeast Monsoon. This is a season of fair weather with land-
sea breezes. February can be expected to be hazy with the possibility of fog.
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On approach Runway 27 in low visibility, confusion may exist between Runway 27 and
parallel taxiway.
The ILS on Runway 27 has a 3.3 glideslope, therefore the glideslope must be intercept with
at least F-speed. The ILS may be unreliable during heavy rain.
The VOR is liable to scalloping up to 6 in the northwest sector and up to 3 in the southeast
sector.
Runway 09/27 is slow to drain after heavy rain and aquaplaning is a possibility.
Warning: There are two ridges that may triggers GPWS warnings, the most significant is
on Runway 27 centerline at 18 to 24 miles.
Caution: Taxiways not authorized for B777, A346 & A330 : - K1, K3, L, L1, L2, S, T and U.
Crew Feedback - Exercise Caution when coming onto stand as the visual stoppage system
can at times be difficult to read.
Runway 09/27 is extremely rough and the aircraft configuration giving the lowest possible
rotation speed should be used without compromising performance.
Note: The Terminal 2 International apron is not visible from the control tower,
awareness and good crew co-ordination is required.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
OPKC 9 NON / ILS 07L/25R 3200 273/270 MAX/341 228/226 MAX MAX
Karachi NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX
VAAH 9
VOR / ILS 05/23 3505 333/331 MAX/349 231/229 MAX MAX
Ahmedabad
VANP 8
VOR / ILS 14/32 3200 NOT NOT NOT NOT MAX
Nagpur
VOBL 9
ILS / ILS 09/27 4000 MAX/360 MAX MAX MAX MAX
Bangalore
VOHS 10
ILS / ILS 09/27 4260 MAX MAX MAX MAX MAX
Hyderabad
VOMM 9
ILS / ILS 07/25 3658 MAX MAX MAX MAX MAX
Chennai
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Caution: Bird hazards are encountered anywhere in Kenya airspace from ground level to
15,000 feet AMSL at all times. Large birds up to 7 kg are common.
Note: Apply in-flight broadcast procedures on 126.9 MHz in the African airspace.
6.3.20.3 Terrain
The airfield is located 15 km Southeast of the city with an elevation of 5327 feet. Terrain East
of the airport is generally flat and rising steadily to the West. To the North the Aberdare
Mountains run North-South with peaks to 13,000 feet ASL within 40 NM. West at 17 NM are
the NGong Hills with peaks to nearly 8100 feet ASL (The GG NDB and GV VOR are sited on
these hills). 23 NM South-East are the Mua Hills to over 7000 feet ASL. Mount Kenya 17,058
feet ASL located 70 NM North-Northeast and Mount Kiliimanjaro 19,340 feet ASL located 110
NM South of the airfield.
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6.3.20.5 Weather
Nairobi enjoys good weather throughout the year. Low stratus cloud frequently occurs in the
Nairobi area and constitutes perhaps the most common and serious hazard to aircraft
intending to land at night or early morning. It can be experienced at any time of the year and
may lead to a sudden deterioration in reported visibility with little or no warning. It is rapid
formation from previously cloudless conditions constitutes the most serious hazard. Low
Stratus is most frequent from 2200 UTC onwards reaching a peak between 0300 and 0500
UTC the rate of dispersal is rapid after 0500 UTC.
January to February: Hottest and least cloudy period. Early morning fog can form suddenly
and unexpectedly. Surface wind generally Northeasterly 10 - 15 kts, but strong Northerly
crosswinds a possibility.
March to May: The Long Rains. The weather is often severe. Cu/Cb occur during the day,
with thunderstorms possible in the late afternoon. Rain may then continue well into the night.
June to September: Dry season. Surface wind generally South-Southeast of 10 kt. Much
clouds, mainly scattered, base 3000 feet tops 5000 - 6000 feet.
October to December: The Short Rains. Much low stratus. Maximum rainfall between
2000 UTC and 0900 UTC. After a clear evening low stratus or fog may form before midnight
2100 UTC.
During descent and approach, the high TAS will result in increased ground speed and
turning radius.
Caution: TCAS warning may be triggered, due to the close proximity of Wilson and
Eastleigh airfield.
Braking action degraded in wet conditions particularly on the heavy rubber deposits in the
Runway 06 touch down area. Crews are reminded to consider the tyre speed limitations
at high airports. The probability of experiencing hot brakes on turn around is possible.
Runway choice and braking technique may help to reduce any brake temperature delays.
NIL
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
HKMO 9
VOR/ILS 03/21 3350 MAX MAX MAX MAX MAX
Mombasa
HTDA 9
ILS/VOR 05/23 3000 MAX/347 MAX/349 MAX MAX MAX
Dar-es-salam
HTKJ 9
ILS/NON 09/27 3607 MAX MAX/370 MAX MAX MAX
Kilimanjaro
HUEN 9
ILS/VOR 17/35 3658 XXX MAX MAX MAX MAX
Entebbe
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I N T E NT I O N A L LY L E F T B L A N K
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Warning: All taxiway intersection considered HOT SPOTs. READ BACK ALL HOLD
SHORT INSTRUCTIONS. Be alert for RUNWAY CROSSING CLEARANCE. Do
not enter an ACTIVE RUNWAY WITHOUT A CLEARANCE.
Warning: Ramp Control frequency MUST be contacted, PRIOR to entering ramp area and
BEFORE push back.
Caution: Para-Sail and banner towing operations 1000ft and below in upper and lower
New York bays.
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6.3.21.4 Terrain
Airport is located 2.6 miles south of Newark city and 5 miles west of New York City. The
airport is surrounded by medium density residential area. Generally flat terrain, 15 miles
West/Northwest, low terrain.
US ATC controllers tend to speak rapidly, abbreviated and use non-ICAO standards.
Speaking slowly may trigger the response to be slower. If unsure about a clearance, clarify.
US Terminology:
Position and Hold, MEANS Line-up and Wait. An imminent take-off clearance
should follow upon line-up, if not, query ATC.
Taxi xx Position and Hold MEANS Taxi via xx, Line-up and Wait. An imminent take-
off clearance should follow upon line up, if not, query ATC.
Minimum Fuel
Advise ATC of minimum fuel status when fuel supply has reached a state where, upon
reaching destination, any undue delay cannot be accepted. This call does not declare an
emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating call sign.
Example Newark Approach, Qatari 84 heavy, MINIMUM FUEL.
If traffic priority is required, an EMERGENCY must be declared, reporting remaining
fuel in minutes.
If fuel reserves are low, advise ATC early since diversions usually take 15 minutes or more to
arrange - BE POSITIVE.
Peak times for traffic flow
Departure taxi times are planned at 25 minutes based on statically times obtained from
Newark Airport.
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Up to 6000ft 200
6.3.21.6 Weather
Newark experiences a wide variety of weather systems. Low-pressure systems moving from
West to East (East coast depression) are the main basis of major weather.
Summer is characterized by warm weather with occasional heat waves.
April June & Sept.- Oct: Probability of sea fog particularly during early morning hours, which
may continue into afternoon and infrequently into evening.
June- September: Widespread thunderstorms, with tops at times more than 50,000 ft.
occasionally resulting in airport closure. Squall lines frequently stretch out in a NE/SW
direction.
Severe Weather Avoidance Plan (SWAP) applies to all bad weather situations associated
with thunderstorms in summer. ATC proactively re-route to destinations and redirect to
alternates.
Winters are cold with heavy snowfalls at times. Sleets or freezing rain and icing conditions
may precede a storm. Slow moving warm fronts can produce consistent low clouds and poor
visibility.
a) Arrival Procedure
Arriving aircraft are often vectored outside ""New York Class Bravo (B)"" after entry . The
following "geographical vicinities" are where pilots may experience this occurrence. Crews
should maintain alertness and situational awareness at al all times.
2) RWY 04L/R - North of "Robbinsville" VOR, sector outside of Class B at 3000ft and 4000ft,
and below Class B at 2000ft
There is limited use of STARs. An early descent from Boston center is standard. Expect radar
vectors from New York Approach Control for ILS approach 04R or 22L (ATC preferential
runways for landing). Considerably low level vectoring is normal.
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Arrival Profiles:
a) Via BDL (Bradely), Expect FL280 by BOS (Boston VOR), cross BDL at FL160,
FLOSI at FL80 and SHAFF at FL70.
b) Via ALB (Albany VOR), expect to be at or below FL280 by 230nm from Newark, level at
FL240 25nm before ALB, cross ALB at FL160,FLOSI at FL80 and SHAFF FL70.
The Operational Flight Plan (OFP) will reflect above profiles.
a) After waypoint SAX, expect turn to TEB (Teterboro), track distance from SAX to
Newark is about 60nm. The Runway 22L approach path, passes over Teterboro airport,
located 9nm North/Northeast, which has high volume of general aviation traffic. When
Runway 19 is in use at Teterboro, TCAS events are common. Expect 180kts up to 6-
mile finals.
Landing Runways 04R, expect a wide downwind, with speed restrictions to de-conflict with La
Guardia (KLGA) inbound traffic. Linden airport, 5nm south, with traffic pattern to 800ft MSL, is
located beneath approach path to Runway 04L/R. Track distance from SAX to Newark is
about 100nm. Expect speed adjustments on final approach.
Runway Approach
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Runway 04L Taxi via B, D, hold short taxiway V OR via A, PA, hold short of
V.
Runway 22R intersection W, taxi via B, R, hold short K OR via A,S, hold
short of K.
Do not necessarily expect hand-offs between Ground and Ramp Controls and vice versa.
After landing, if not instructed, initiate call to Ramp Control PRIOR to ENTERING the
ramp area.
Departure, initiate call to Ground Control PRIOR to EXITING the ramp area if not
instructed to do so.
Qatar Airways will use Terminal B at Newark International airport. Contact Ramp
Control on 122.85 for gate assignment prior to and again after landing. After landing
maintain listen watch on 122.85 for updates.
Extreme caution must be used when the ramp is wet or snow /ice is present. If,
determined by PIC, aircraft cannot be parked safely under its own power, request
towing.
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d) Departure Procedure
Pushback Frequencies at Terminal B, Concourse B-3
Departures are via Newark Seven Departure. Note all SIDs have INITIAL CLIMB followed
by ROUTING instructions. Expect intermediate level off during climb out and be ready for
frequent altitude changes.
Departing Runway 22R, standard take-off point is from Taxiway W, if full length required,
advise ATC at start-up.
Departing Runway04L, caution advised due departing traffic from Teterboro airport located
9nm North/Northeast.
Departures Delays
The term GATE HOLD may be used and occurs when a departure delay greater than
15mins is expected.
Departure flow management(less than 15mins) or Departure delay (greater than
15min) procedures are advised via ATIS.
After receiving ATC clearance, contact Flow Control (GATE HOLD frequency) for
status on departure delay.
Departures delay information will be updated in fifteen (15) minute increments
thereafter.
Advise ATC if unable to meet assigned taxi time.
Prior to taxiing, advise, flow controller (GATE HOLD frequency) of intended ramp
exit.
Note: Monitor and maintain listening watch with flow control (GATE HOLD frequency)
at all times. Failure to respond to three (3) successive calls or inability to taxi at
the issued taxi time will result in further delay.
e) De-icing
Completed on stand. Snow-desk will co-ordinate de-icing times. Ensure ATC is advised
of the times.
f) Alternates
During times of mass diversions from airports located within the New York area, surrounding
airports fill up rapidly. Consideration should be given to nominating a distanced alternate
when marginal weather is forecast.
Newburgh Stewart (KSWF) and Windsor Lock (KBDL) can be considered as fuel alternates.
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6.3.21.8 Miscellaneous
a) Security
Global Security will do pre-departure security check as listed below :
Aircraft search will be carried out by Global Security and a copy of the search form will
be handed over to the CSD.
Catering will be escorted to the aircraft and a checklist confirming seal numbers will be
handed over the CSD/CS for their confirmation that the seals were intact on delivery
to aircraft.
Copy of this form will also be handed over to the CSD/CS for records.
6.3.21.9 Destination Alternates
ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
(m) Aircraft
KBDL 8(D)
Windsor ILS / ILS 06/24 2899 MAX MAX MAX XXX XXX
Locks
KBOS 9(E) NON/ILS 09/27 2134 MAX MAX MAX XXX XXX
NON/NON 04L/22R 2148 MAX MAX MAX XXX XXX
Boston ILS/ILS 04R/22L 2684 MAX MAX MAX XXX XXX
ILS/ILS 15R/33L 2805 MAX MAX MAX XXX XXX
KBWI 8(D) ILS/ILS 10/28 3033 MAX MAX MAX XXX XXX
Baltimore ILS/ILS 15R/33L 2896 MAX MAX MAX XXX XXX
KJFK 9(E) ILS/ILS 04L/22R 2638 MAX MAX MAX XXX XXX
ILS/ILS 04R/22L 2560 MAX MAX MAX XXX XXX
New York ILS/ILS 13L/31R 2734 MAX MAX MAX XXX XXX
VOR/ILS 13R/31L 3428 MAX MAX MAX XXX XXX
KIAD 9(E) ILS/ILS 01C/19C 3505 305/302 MAX MAX XXX XXX
ILS/ILS 01R/19L 3505 MAX MAX MAX XXX XXX
Washington ILS / ILS 01L/19R 2865 MAX MAX MAX MAX MAX
ILS/NON 12/30 3200 MAX MAX MAX XXX XXX
KPHL 9(E) ILS/ILS 09L/27R 2896 MAX MAX MAX XXX XXX
Philadelphia ILS/ILS 09R/27L 3202 MAX MAX MAX XXX XXX
KSWF 7(C)
ILS/ILS 09/27 2688 NOT NOT MAX/NOT XXX XXX
Newburg
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This brief to be read in conjunction with JFK ATC CD-Rom: JFK TOWER USER
GUIDE provided to all crew-members operating to JFK.
6.3.22.2 Curfew / Slot Limitations
JFK is a noise sensitive airport.
6.3.22.3 General Warning, Cautions and Notes
Caution: Rushed Approaches do occur, consider asking for a 10nm final and be prepared
to configure early for landing.
Caution: RWY04R - Arrival aircraft is requested to immediately advise ATC in the event of
a missed approach, as this is critical to separation from 04L departure aircraft.
Caution: Flocks of birds are a hazard (JFK has one of the highest rate of bird strikes).
Caution: Para-Sail and banner towing operations at 1000ft and below in upper and lower
New York bays.
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Taxi Way Restrictions : Jeppesen chart 20-9-1 (Taxiway Restriction) depicts Taxiways not
authorized for B773-300ER and A340-600. Note B777 Airport Moving Map (AMM) does not
show Taxiway restrictions.
Note : Inbound contact IAT Ramp Control 130.77 to obtain parking stand, apron
entry point and any apron advisories.
Airport located on Long Island, 10nm southeast of New York City. Area surrounding the
airport is noise sensitive.
6.3.22.5 Weather
Significant Disturbances
Noreaster is a deep low pressure system that occurs along the East Coast of US and
Canada, and is the main source of significant weather for New York. Noreaster can
occur any time, but most frequent in winter as they thrive on converging polar cold air
mass and warmer ocean water of the Gulf Stream. Noreaster produces moderate to
heavy snow, rain for periods usually lasting 24hrs, low temperatures and high wind
gusts. Noreaster will affect all East coast airports, ie. KBOS, KBWI, KEWR, KIAD,
KPHL and KPIT.
Northerly winds most common during winter, expect RWY4L (take-off) 04R (landing/
CAT IIIA)
Snow falls expected from November to April.
Low clouds and visibility occur with slow moving warm fronts.
Freezing rain and drizzle has been common for past three (3) winters.
Spring & Summer
Spring - Weather below minima occurs mainly when sea fog drifts in with SSW wind,
during summer (April/May & Sept/Oct) it clears quickly, however in winter it can be
persistent.
Summer Temperatures may rise to 30C or more associated with high humidity.
Active cold fronts and squall lines with associated thunderstorms and wind-shifts
resulting in runway changes can lead to ATC disruptions and delays. Thunderstorm
activity frequent in late afternoon. Squall lines often lie in a NE/SW direction. Tropical
disturbances during hurricane season (Jun-Oct) may bring heavy rain and strong
winds to the area.
Winds are generally southerly in direction
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Windshear
Applies to all bad weather situations. ATC proactively re-route to destinations and
redirect to alternates
A very busy air traffic environment with airports La Guardia 9nm North and Newark 16nm
West. Numerous light aircraft operating along Long Island shoreline.
Weather disruptions in the New York Area, including at other airports, may cause a domino
affect resulting in delays. Weather disruptions that occur in early part of the day may result in
extensive delays to evening arrivals.
When cloud base drops below 500 ft, traffic holding builds up quickly. Holdings of one hour or
greater not uncommon affecting both arriving and departing flights.
US Air Traffic controllers tend to speak rapidly, abbreviated and use non-ICAO standards.
Speaking slowly may trigger the response to be slower. If unsure about a clearance Clarify.
US ATC Terminology :
Position and Hold MEANS Line-up and Wait. An imminent take-off clearance should
follow upon line-up, if not, query ATC.
Taxi xx Position and Hold MEANS Taxi via xx, Line-up and Wait. An imminent take-
off clearance should follow upon line-up, if not, query ATC.
Fuel Reserves / Min Fuel
Unit of Measurement :
Declared distance in Feet
Visibility in Statue Miles (Note: below 1/4sm, visibility advised in Feet)
RVR in Feet
Altimeter in Inches
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Up to 6000ft 200
Class B Airspace
Crew to beware of potential for radar vectors on arrivals to JFK may take beyond
Class B limits either laterally or vertically after initially penetrating Class B boundaries.
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Early descent with Boston Control is standard, 200-300nm away. Fuel consumption,
expected descent profiles are included in Operational Flight Plan (OFP)
STARs - from North Atlantic/North East expect routing via Kennebunk (ENE),
Plymouth (PLYMM). STAR usage maybe substituted by radar vectoring. STARs
contain expected flight levels and altitudes, useful guide to planning descent. Traffic
from ENE and PLYMM is routed via waypoint ROBER, after which radar vectors
provided.
Via Kingston (IGN) STAR, cross IGN at 19,000ft due La Guardia airspace
constraints. En-route holding within the STAR can be expected. Runway 31/L/R,
expect track distance of 175NM from IGN.
Be familiar with full place names of approach aids as these are frequently referred too.
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Approach Overview
VOR approaches are often utilized, particularly RWY13L/R, which is used to improve
traffic flow by increasing separation between arrival LGA and JFK and also for noise
abatement
Last minute runway changes are frequent, necessitating rapid re-briefing for a
different approach.
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RWY04s used mostly during winter and when strong East / South East x-winds exist.
Side-step approaches are sometimes utilized RWY04R to RWY04L.
RWY04R Missed approach - inform tower immediately and follow instructions due
critical separation from RWY04L departures.
Arriving RWY13L & 22L while departing RWY13R
RWY13L ILS approach is rarely used due to conflict with La Guardia approach, but
when used, arrival rates drop to around 28 per hour (1/2 of normal rate). VASI is
turned off during RWY13L ILS.
RWY22L is an offset VOR/DME approach for separation from LGA traffic. The ILS
may be used during late evening arrivals.
This RWY configuration is most frequently used throughout summer months with
southerly winds.
This configuration is most frequently used throughout winter months when winds are
northerly in direction.
Simultaneous operations with Arrivals RWY22L and departure RWY13R (Ref "Kennedy
Tower letter to Airmen No. 08-02, dated 14th/Aug)
Aircraft departing RWY13R may begin take-off roll when a RWY22L arrival is crossing
the landing threshold instead of arrival aircraft being clear of runway, completed
landing roll and hold short of intersection or taxied through intersection.
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Condition Required
The VOR 13L/R approach utilizes the CANARSIE (CRI) VOR and then flashing lead-in lights
to either 13L or 13R (Jeppesen chart 29-2). The VASIs for both 13L/R are set to 3.0,
however the advisory altitudes for RWY 13L give a 2.5 slope while those for RWY 13R give
a 3.4 slope.
In good weather aircraft is normally given clearance to cross ASALT and CRI at the constraint
altitudes of 3000ft and 1500ft. In the presence of low cloud base, ATC may vector to cross
ASALT at 2000ft and further to cross CRI at 1000ft (this should only be when advised by
ATC). Crews should monitor CRI VOR passage and insure 2.6 DME AFTER CRI before
initiating further descent (Jeppesen chart 23-3 shows an advisory altitude of 1000ft at CRI 2.6
DME, DMYHL position). NOTE: Descent below this will be required if and when operating in
limiting weather conditions (check MDA).
Reports indicate radiations from RWY31R ILS during CRI approaches producing erratic
glide slope warnings. These should be ignored or the glide slope should be inhibited prior
commencing the approach.
Be aware that a CANARSIE approach may be given as a late change of RWY. There is also a
possibility of being asked to land on either RWY very late in the approach.
The lead in lights track arrivals around shoreline of Jamaica Bay, the shore park
highway will be visible to the left of approach path. Other visual include racetrack to
the left and T shaped hotel about 1nm on extended centerline of RWY13L.
Potential confusion by bright ramp lights in cargo area short of RWY13L threshold.
Use extra caution when visually seeking runway lights as misidentification can occur.
A set of seven sequenced flashing lights is installed for the final segment of approach
RWY13R to assist in identification and alignment.
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6.3.22.8 Diversions
Crew need to be proactive when it comes to diversions. Surrounding airports quickly become
congested which cause additional holding delays. Washington is probably the most reliable
alternate during widespread poor weather conditions along the East coast.
JFK has a complex network of TWYs, which maybe confusing during night-time
operation. Ensure you know before landing which gate is assigned as Kennedy
Ground will not be aware of gate situation or entry point into apron area (See
International Air Terminal T4 section)
Landing RWY04R or 22L and crossing RWY04L/22R, Tower will instruct aircraft to
hold short of RWY04L or 22R and remain on tower freq. RWY crossing instructions is
issued by Tower, do not call ground control. Depending on traffic, considerable holding
time maybe experienced during RWY crossing.
Due lack of space between RWYs and Outer TWY B, it is important that aircraft DO
NOT STOP ON RWY exits, continue moving away from RWY following taxi
instructions from tower.
Taxiway flows
When handed over to JFK Ground - advise of entry point to T4 (International Air
Terminal IAT)
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Qatar Airways use IAT - T4. Planned parking stands Arrival Stand 5 and
Departing Stand 7.
Inbound contact IAT Ramp Control 130.77 to obtain parking stand, apron entry
point and any apron advisories.
The terminal ramp area is controlled by IAT Ramp Control and not ATC (See
enclosed picture)
After landing; contact International Air Terminal (IAT) RAMP Control 130.77 for
apron advisories and parking instructions. Remain on TOWER or Ground freq as
necessary.
Before entering IAT Ramp area, contact IAT Ramp Control 130.77 for taxi
instructions. Do not expect a hand-off from JFK Ground Control.
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Push Back Clearance Contact IAT RAMP Control 130.77 and not JFK ground
control
Aircraft will be towed to start-up point (See Jeppesen Chart 20-9B)
Do not enter main Taxiway system without clearance from Ground control
Taxi - Times
Taxi fuel is planned for 45mins (Eff 26th/Oct/08). Values updated as operational
statistics become available. Note QTR is operating outside peak departure times.
SID Overview
SIDs are used in combination with an associated Climb and Transition. Radar
departures are sometimes issued in lieu of SID. Call NY Departures when instructed
by TWR. Departure may experience Step Climbs.
Departure aircraft can expect to fly RWY heading to 1.5 DME, then turn right to
heading 100, providing separation from possible missed approach on RWY04R, who
are also as per the MAP required to turn right to heading 100. At pilots discretion ATC
may instruct aircraft to turn right to heading 100 prior to 1.5 DME when arrival aircraft
is not a factor.
Expect climb to 5,000ft until about 20nm East of JFK, then expect clearance to
continue climb to 11,000ft after clearing arrival traffic. Be aware that CANARSIE
CLIMB requires an early turn.
When landing RWY04R and departing RWY31L, all aircraft receive the Breezy Point
Climb.
Speed Control
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
KEWR 9(E) ILS/ILS 04L/22R 2579 MAX MAX MAX XXX XXX
KPHL 9(E) ILS/ILS 09L/27R 2896 MAX MAX MAX XXX XXX
Philadelphia Intl ILS/ILS 09R/27L 3202 MAX MAX MAX XXX XXX
KBDL 8(D)
Windsor Locks ILS/ILS 06/24 2899 MAX MAX MAX XXX XXX
Bradly Intl
KBWI 8(D) ILS/ILS 10/28 3033 MAX MAX MAX XXX XXX
Baltimore Washin-
ILS/ILS 15R/33L 2896 MAX MAX MAX XXX XXX
gron Intl
KBOS 9(E) NON/ILS 09/27 2134 MAX MAX MAX XXX XXX
Boston Logan Intl ILS/ILS 04R/22L 2684 MAX MAX MAX XXX XXX
KIAD 9(E) ILS/ILS 01C/19C 3505 305/302 MAX MAX XXX XXX
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Caution: There are turning pads on both thresholds Runways 17 and 35. Direction of Turn
is marked, follow the yellow lines.
Peshawar (Aerodrome layout) is incorrect, as is the AIP layout plate. On the
plate the runway is marked at both ends with a STOPWAY. However, these are
not stopways because they are not capable of bearing the aircraft weight without
damage to the gear or the surface. These areas are in fact over-runs (for military
use only). RTOW charts consider this.
1) Do not cross the arrester barriers at each threshold.
2) Turn only on the concrete threshold.
Note: Railway tracks cross the runway near the touchdown point on Runway 35.
6.3.23.3 Terrain
Peshawar is situated in the Southwest of a rich farming basin, surrounded by high terrain in
all quadrants with an elevation of 1211 feet.
Warning: Very high terrain surrounds the field, with the closest threats being to the West
and Southwest.
The airport is located just to the west of the main Peshawar City center and is a joint user
(civil/military) facility. This single runway airfield is aligned roughly North/South and is very
well camouflaged amongst a wooded area.
Expect military aviation activity from early in the morning until about 1400 hrs Local Time.
from Monday to Saturday. Just to the west of the airfield lies the border between Pakistan and
Afghanistan (famed Khyber Pass area).
This rugged mountainous terrain is inhabited by Tribal People who have been known in the
past to shoot at anything. Their weapons vary from rifles to rockets. As a result, a no-fly
zone has been established West of the runway.
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The standard of ATC control varies, and is sometimes poor. High situational awareness is
required.
Peshawar is a joint military/civil airfield and the ATC control is military. Controllers are used to
giving close control to fighters, and do not have great experience in the ways of international
civil air traffic control, therefore ATC will be giving clearances for each segment.
Controllers operate both VHF and UHF. Not all traffic will be on the VHF tower frequency.
Remember it is a Military controlled airfield and terminal area 10NM up to 12,000 feet. Above
this level you will be controlled by Cherat Approach.
ATC allows 11 minutes for each aircraft to do the full approach for Runway 35.
Aircraft are expected to call when each segment of the complicated approach procedure is
complete. (e.g. VOR outbound, Turning Inbound ... etc)
Caution: Excessive ATC clearances can cause very high workloads. The controllers seem
to clear the aircraft to each altitude for each segment throughout the approach.
6.3.23.5 Weather
December to March: Weather systems move through from West to East. Snowfall on the
mountains with frost in the mornings at the airfield. Winds are calm and temperatures go
down to near freezing level. Snow on the runway is rare.
April to June: Temperatures start to rise and pressure falls. Associated unstable weather
phenomena prevail (Thunderstorms, dust storms and hail.) April is the wettest month with
June giving rise to dust storms and thick haze. Temperatures can get into the high Forties.
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Caution: Cherat Approach controllers will sometimes clear aircraft to Flight Levels
below transition level as they have no information on actual QNH.
Runway 35 is the preferred runway for landing, perform full VOR DME runway 35
approach even in VMC conditions, using NAV mode with FPA or V/S.
Caution: The runway has poor lighting. Therefore, during reduced visibility or night
operations, it is essential that the full instrument approach be flown. Do not
short cut the approach off the initial inbound leg (VOR/DME Runway 35)
once becoming visual. The temptation to break-off and manoeuvre visual will
result in loss of runway contact (because the runway is so well
camouflaged).
The 4 DME fix at 2500 feet gives a 3 slope for Runway 35. There are threshold strobes
installed for Runway 35, these will only be turned on if requested. Runway 35 fitted with a
PAPI 3.
If a VOR/DME approach is made for Runway 17, the Runway will be visual only when the
aircraft is established on a 3 approach profile on final.
Warning: Due to hostile territory in close proximity to the airfield, no circling west of the
Runway is allowed.
Caution: Due to the presence of arrester barrier, the airport authority requires the
aircraft to be 500 feet down the runway before T/O thrust is applied. RTOW
Charts consider this.
Expect a departure towards HANGU. Runway 17 is the preferred runway for departure.
Due to high climb performance requirement aircraft has to be at or above 10,000 feet by
14 DME PS, departing towards HANGU. Especially if departing of Runway 17. High
ground 8700 feet at 18 DME PS. The A320 will only just make the restriction at HANGU
at high weights using a selected speed below 250 kts.
If there is any doubt about the aircraft performance meeting the above requirement, it is
recommended to request a departure towards JABAR (145 radial PS) or request a
climbing orbit over the VOR (holding pattern 340 inbound right turn).
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Karachi (Note1) NON/ILS 07R/25L 3400 MAX MAX MAX MAX MAX
OPNH 8
VOR/VOR 02/20 2743 269/264 XXX/328 MAX MAX MAX
Nawabshah
(Note2)
OPRN 9
Note 2: B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
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Caution: Diversion to en-route requires permission from the controller and ultimately the
military.
6.3.24.3 Terrain
Pudong airport is located approximately 60 km east of the city centre with an elevation of 10
feet. There are no significant terrain around the airport. Highest obstacle height 1545 feet
Northwest of the airport.
Any deviation off track must obtain clearance before starting the maneuver.
The military controls all airspace throughout China and all route clearance come from the
military. The CAAC Air Traffic Controllers pass the clearance to the civilian aircraft and
monitor its progress so as to keep it within the 22 NM wide airway. The Civil Controller has no
authority outside of the airways.
Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT
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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST EAST
180 - 359 0 - 179
Meter Feet Meter Feet
13100 43000 12500 41100
12200 40100 11900 39100
11600 38100 11300 37100
11000 36100 10700 35100
10400 34100 10100 33100
9800 32100 9500 31100
9200 30100 8900 29100
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
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6.3.24.5 Weather
Shanghai's summers are hot and rainy, and the winters are cold and dry.
December to March: During this months temperature falls -2C to 7C. Fog conditions can
occur from 0400 local and usually cleared by 1100 local time.
a) Arrival Procedures:
Low visibility procedures will be applied during ILS CAT 2 operations. Aircraft shall only
vacate the Runway via designated rapid exit taxiways. Pilots should avoid stopping their
aircraft within the ILS sensitive Area and should make their Runway vacated call only
after the aircraft is clear of the Sensitive Area.
b) Departure Procedures:
NIL
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Seoul Gimpo ILS/ILS 14R/32L 3200 MAX MAX MAX MAX MAX
ZSHC 9
ILS/ILS 07/25 3600 MAX MAX MAX MAX MAX
Hangzhou
ZSNJ 8
ILS/ILS 06/24 3600 MAX MAX MAX MAX MAX
Nanjing
ZSFZ 9
ILS / ILS 03/21 3600 MAX MAX MAX MAX MAX
Fuzhou
ZSSS 9
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9 VOR / ILS 11/29 4200 MAX MAX / 371 MAX MAX MAX
Note: As instructed by the Iranian Authorities, the term Arabian Gulf shall not be used
in/out bound flights of Iran.
6.3.25.3 Terrain
The airport is located 20 NM Southeast of Tehran with an elevation of 3307 feet. It is
surrounded by high terrain. The MSA is 13,500 feet within 25 NM North.
A new ATC flight plan is required if aircraft fails to depart after two start-up clearances
ATC Flight Plan Valid for 60 mins after filed EOBT
Routing IKA-DOH
Expect FL180 20nm before waypoint MIDSI (Tehran/Bahrain FIR). OFP will reflect
the FL restriction.
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6.3.25.5 Weather
Summer is mostly fine apart from light dust haze at times. During winter the presence of
CBs in the vicinity of the airfield and moderate rain can be expected along with significant
snow falls.
a) Arrival Procedures:
b) Departure Procedures:
NIL
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Tehran -
VOR/ILS 11R/29L 4038 324/321 254/315 220 / 218 MAX MAX
Mehrabad
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6.3.26.3 Terrain
The airfield is situated on the coast on the west side of the Southern tip of India with an
elevation of 14 feet. 15 NM inland are the foothills of a mountain range which reaches over
6100 feet AMSL at 22 NM East to Northeast.
The standard of ATC and English is average. Keep phraseology simple. Careful monitoring of
ATC clearances against MSA is required.
6.3.26.5 Weather
The temperature varies little throughout the year staying mainly between 24C and 30C.
Poor flying conditions come mainly from thunderstorms and heavy rain.
December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon,
clearing early morning.
Mid April to June: Heavy cloud develops before dawn lasting all day with heavy rain and
frequent thunderstorms.
June to September: Generally fine with broken CU. Very occasional squalls with heavy rain
only lasting a short time.
October to November: Rain Squalls more frequent and more persistent. Thunderstorms,
especially in the evening.
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DME Arc procedures are used, however radar vectors are normally given. Radar vectors
favour descending North of the airfield for a 10 NM final.
Taxiway C (Max Wingspan 52m) not authorised for A330, A340-600 or B777.
NIL
ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
VCBI 9
ILS / ILS 04/22 3350 MAX MAX MAX
Katunayake
VOBL 9
ILS / ILS 09/27 4000 MAX MAX MAX
Bangalore
VOCI 8*
VOR / ILS 09/27 3400 MAX MAX MAX
Cochin
VOMM 9
ILS / ILS 07/25 3658 MAX MAX MAX
Chennai
VRMM 9
VOR / ILS 18/36 2910 MAX MAX MAX
Male
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
NIL
6.3.27.3 Terrain
The airfield is surrounded by urban development, with hills located to the East up to 834 feet
within 4 to 5 NM and in the South-Eastern sector a mountain rising up to 2021 feet within 9 to
10 NM. The airport has an elevation of 22 feet.
There is high terrain to West of the airfield and South of the airfield within 25 NM (MSA 5300 feet).
6.3.27.5 Weather
Tunis has a Mediterranean type of climate with hot, dry summers and mild winters.
May to August: Normally no significant weather, temperature is around 25 to 30 degrees.
May and June with Westerly winds temperature rises up to and average of 35. July and
August, during this period winds are Easterly to South-Easterly, light to moderate CAT is to
be expected below 20,000 feet.
August to October: average temperature is around 30, winds are generally from the West
and isolated CBs are building up on the West side of the country during afternoon, intensifying
during evening and becoming very large (up to 80 NM) moving to the East towards the coast.
Heavy rain showers are to be expected during evenings and nights, moderate to sever CAT
are to be expected in the vicinity. Mornings are generally clear of significant weather.
November to April: Normally rainy season with strong Northerly to North-Westerly winds,
embedded CBs and heavy shower rain. Moderate turbulence can be expected. The
temperature is varying between 8 and 15 degrees.
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a) Arrival Information:
Approach to Runway 11 has steep slope, therefore the final path must be intercept with at
least F-Speed to avoid unstable approach. The PAPI of Runway 11 is adjusted to 3.5.
When visual approach is permitted to Runway 11, the aircraft must be aligned on the Runway
centerline at minimum 10 NM from the Runway Threshold with minimum altitude of 3000 feet.
Note: When landing on Runway 11 with strong Easterly winds, expect strong
updrafts / downdrafts during the short final.
b) Departure Procedures:
QTR will participate in the trial Datalink Departure Clearance Procedure (DCL) when the DCL
is activated by NOTAM.
Note: All departure clearance issued via voice communication cancels and replaces
DCL service.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
DTMB 9
ILS/VOR 07/25 2950 300/298 237/301 208 / 205 MAX MAX
Monastir
DTTJ 9
ILS/VOR 09/27 3100 291/289 288/246 215 / 212 MAX MAX
Djerba
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Warning: Ramp Control frequency MUST be contacted, PRIOR to entering ramp area and
BEFORE push back.
Caution: The double yellow lines marking the edge of the Midfield Terminal ramp are
easily mistaken for taxi lines, particularly when turn onto the north edge of the
ramp from taxiway Y7 and during low visibility.
Caution: Be vigilant for Jet blast hazard when cleared to taxi lane C from taxi lane D.
Caution: Arriving aircraft: There is insufficient wingtip clearance for A340 or B777 to taxi
past a B747 or B777 parked in the runway 19L holding pad.
Caution: Departing aircraft: There is insufficient wingtip clearance for A340 or B777 to
access runway 01C from taxiway Y11 if there is a B747 or B777 parked at the
hold-short line on taxiway Y9.
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RVR Feet
Altimeter Inches
Note: The FAA frequently perform spot-check inspections of all personal, Aircraft
documents and emergency equipment.
6.3.28.4 Terrain
The airport is located in Dulles, Virginia, approximately 26 miles west from downtown
Washington DC. The surrounding terrain is of an undulating nature. Man made obstacles
located in vicinity of airport.
The Washington DC Metro area Defense Identification Zone (DC ADIZ), including the Flight
Restricted Zone (FRZ) deployed a new warning signal for communicating with the aircrafts.
The signal is a highly focused harmless alternating red and green signal prototype colored
lights. It is directed on an aircraft any time it is suspected of imposing a threat. If this signal is
directed at your aircraft, you are advised to turn away from the ADIZ/FRZ ASAP. Immediately
advise ATC that you are being illuminated by a visual warning signal. If unable, contact ATC
on 121.5. Failure to comply with the above may result in Interception procedures and/or the
use of force.
Minimum Fuel
Advise ATC of minimum fuel status when fuel supply has reached a state where,
upon reaching destination, any un-due delay cannot be accepted. This call does not
declare an emergency nor gives the flight priority in the traffic flow.
On initial contact the term MINIMUM FUEL should be used after stating call sign.
Example - Washington Approach, Qatari 51 heavy, MINIMUM FUEL.
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6.3.28.6 Weather
Weather is strongly influenced by the Atlantic Ocean (East) and Appalachian mountains
(West). Wind directions - Northerly (winter) and Southerly (summer).
June to August (Summer) : Influenced by the Bermuda high, which brings warm humid air
to the area. The combination of heat and humidity makes thunderstorms very frequent (max
ocurance late afternoon/evening), some of which occasionally produce tornadoes in the area.
While tropical cyclones (or their remnants) occasionally track through the area in late summer
and early autumn, they have often weakened by the time they reach Washington.
December to February (Winter) : The Northeasters occurs mainly in winter and spring,
and is a result of deepening depressions moving offshore up the East coast from central
Atlantic. These storms produce moderate to heavy snow or rain for periods usually lasting
24hrs, although may persist longer, depending upon the existence of blocking high. Freezing
rain averages about 5 days per year.
Baltimore/Washington Intl, which is the primary fuel alternate, experience heavy fog during
spring, summer and fall.
Currently the flight is planned to arrive during peak evening arrival period, so delays may be
expected subject to runway configuration.
Arrivals, planned via Lancaster (LRP) VOR, Numerous crossing altitudes published. Expect
radar vectors to final approach. Last minute runway changes is common between L&R.
Arrivals, optimum traffic flow is when RWY12 and 19L/R in operation. RWY 01R, when
R6608 active, results in arrivals being slowed down due spacing and vectoring.
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MULRR 10,000 ft
SIDs (RNAV and Radar vector) is via transition point SWANN or PALEO. Expect extensive
vectoring after runway heading. RNAV SIDs have Initial climb out instructions.
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a) De-icing:
Contact Qatar Airways/Handling Agent 10 minutes prior to pushback for deicing location.
b) Primary Deicing:
Delta Taxiway Spots (DEICING PADS 1,2, & 3) Obtain tow or taxi clearance from
Midfield Ramp. Normally deicing is performed facing west. Contact the Pad
Coordinator (129.62) with the flight number when approaching the deicing pad.
Monitor both frequencies during deicing. Contact Midfield Ramp for taxi clearance. No
180 turns on Delta taxiways are allowed during deicing operations.
c) Secondary Deicing:
Performed at the departure runway designated deicing pads. Call sign for the secondary
deicing frequency is Secondary Control (129.52).
6.3.28.10 Miscellaneous
a) Security
Aircraft search will be carried out by Global Security and a copy of the search form will
be handed over to the CSD.
Catering will be escorted to the aircraft and a checklist confirming seal numbers will be
handed over the CSD/CS for their confirmation that the seals were intact on delivery
to aircraft.
Copy of this form will also be handed over to the CSD/CS for records.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
KBOS 9 (E) NON / ILS 09/27 2134 MAX MAX MAX N/A N/A
Boston ILS / ILS 04R/22L 2684 MAX MAX MAX MAX N/A
KBWI 8 (D) ILS / ILS 10/28 3033 MAX MAX MAX N/A N/A
Baltimore ILS / ILS 15R/33L 2896 MAX MAX MAX N/A N/A
KEWR 9 (E) ILS / ILS 01L/19R 2579 MAX MAX MAX XXX XXX
Newark ILS / ILS 01R/19L 2501 MAX MAX MAX XXX XXX
KJFK 9 (E) ILS / ILS 04L/22R 2638 MAX MAX MAX N/A N/A
New York ILS / ILS 13L/31R 2734 MAX MAX MAX N/A N/A
KPHL 9 (E) ILS / ILS 09L/27R 2896 MAX MAX MAX N/A N/A
Philadelphia ILS / ILS 09R/27L 3202 MAX MAX MAX MAX N/A
KPIT 8 (D) ILS / ILS 10R/28L 3505 MAX MAX MAX N/A N/A
Pittsburg ILS / ILS 10L/28R 3201 MAX MAX MAX N/A N/A
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NIL
Caution: First 1200m of runway 30R and civil apron is not visible from control tower.
6.3.29.4 Terrain
Zaragoza airport (863ft elevation) is situated 135NM Northeast of Madrid and 140NM West of
Barcelona. The aerodrome lies on the Southern side of a Northwest-Southeast valley,
Zaragoza city is 10km southeast.
Within a 30NM radius of the airport, there are numerous peaks rising to a maximum of
4,750ft. The Pyrenees foothills are located 40nm North/Northeast.
Zaragoza is a joint civil/military aerodrome with separate aprons for military and civil traffic.
The airport is equipped with radar, but generally used for military traffic. Numerous danger
areas surround the airport.
6.3.29.6 Weather
Summer: Weather is generally good, CB activity over high ground. Thunderstorms are
common during summer months, mostly occurring late evening. Average maximum summer
temperature is 28C, but temperatures in the high 30s do occur.
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Winter: Depressions from the West move through bringing low cloud and rain, November to
January are the wettest months. Early morning fog is possible in calm conditions. Average
winter temperatures range from 04C to 10C.
Winds: Generally from a Westerly direction, occasionally easterly during January and
February.
STARs published. Depending on direction of arrival, descent will be with either Madrid or
Barcelona ACC. Terminal radar is available, but generally only used for military traffic.
Runway
SIDs published, climb gradient greater than 3.3% required, numerous crossing altitudes
published. Runway 30R is a short taxi from civil apron.
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There are no de-icing facilities available at Zaragoza airport according to Spanish AIP.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
LEBL 8 VOR / VOR 02/20 2540 MAX MAX MAX MAX MAX
Barcelona ILS / ILS 07L/25R 2922 MAX MAX MAX MAX MAX
(H24) ILS / ILS 07R/25L 2660 MAX MAX MAX MAX MAX
LEMD 9 NON / ILS 15L/33R 3500 MAX MAX MAX MAX MAX
LEVC 7
VOR / ILS 12/30 2915 NOT NOT MAX MAX MAX
Valencia (H24)
LEVT 7
Vitoria (H24 ILS / LCTR 04/22 3500 NOT NOT NOT MAX MAX
Cargo Ops)
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CIR / VOR 10/28 2500 297 / 294 MAX / 349 MAX MAX MAX
9 ILS / CIR 14/32 3150 297 / 294 MAX / 349 MAX MAX MAX
ILS / VOR 16/34 3230 297 / 294 MAX / 349 MAX MAX MAX
Caution: Gliders activity is often to be expected to the Northeast and East of Zurich TMA,
i.e. in the vicinity of the approach paths.
6.3.30.3 Terrain
The airport is located in a valley to the North of the city with an elevation of 1416 feet. There
are hills in all directions within 10 NM of the airport. Mountainous terrain rises quickly to the
South up to 5000 feet within 25 NM and up to 10,000 feet at 40 NM as the Alps are just 30
NM South, hence the MSA of 8600 feet to the Southeast based on KLO VOR which is located
on the airport.
The highest peak in Europe Mont. Blanc lies further to the Southwest, approximately 40 miles
Southeast of Geneva.
The control is very good, however there are many rules and regulations that accompany the
charts and should be read carefully before arrival.
Caution: Swiss control is very strict on the ATC procedure. Any deviation will require a
written explanation to be forwarded from aircraft Captain to ATC.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Location
772 / 3 343 / 6 332 / 3 300 / 10 320 / 1
(Airport Name)
Frankfurt - Main ILS/ILS 07R/25L 4000 MAX MAX MAX MAX MAX
EDDS 10
ILS/ILS 07/25 3045 302/300 MAX/379 MAX MAX MAX
Stuttgart
LFSB 7*
Basle - Mul- ILS/CIR 15/33 3900 NOT NOT MAX / N MAX MAX
house
Milan - Mal-
CIR/ILS 17R/35L 3515 MAX MAX MAX MAX MAX
pensa
LSGG 9
ILS/ILS 05/23 3570 MAX MAX MAX MAX MAX
Geneva
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Note : The term Fuel emergency has no status in ATC phraseology. Radio call
prefixed with MAYDAY for distress or PAN for urgency will ensure priority
handling.
6.4.1.3 Terrain
The airport is located close to the coast 16 NM East of the city with an elevation of 88 feet.
Terrain is not a significant factor although there are several man made obstruction up to 800
feet within 10 NM.
6.4.1.4 Air Traffic Control
Air traffic control is very good.
Delay messages transmitted to the crew by ATC should be interpreted as follows :
No Delay expected means :
Do not anticipate being required to remain in a holding pattern longer than 20 minutes
before commencing an approach.
When delay greater than 20 minutes :
The controller will pass Estimate Approach Time (EAT).
6.4.1.5 Weather
Abu Dhabi is more humid than Doha, especially when the prevailing winds are from the
North. Temperatures are similar to those of Doha and . Turbulence and marked low-level
inversions are possible.
May to September: Humidity is a little higher and temperatures are very hot. Occasional
dust storms are most likely during April and May. Thunderstorms, although not very frequent,
may be severe.
October to April: Warm and sunny with occasional rainfall.
Early morning fog is a possibility at any time of the year but is most persistent in the period
September to February.
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QTR is approved to conduct CAT IIIB to Runway 31L. Refer to applicable Jeppesen chart.
6.4.1.7 Ground Maneuvering:
Taxiways F3, F4 & F5 must not be used for wide - bodied aircraft.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
OMAL 9
ILS / VOR 01/19 4000 MAX MAX/366 MAX MAX MAX
Al Ain
OMDB 10 ILS / ILS 12L/30R 3600 MAX MAX MAX MAX MAX
Dubai ILS / ILS 12R/30L 3880 MAX MAX/367 MAX MAX MAX
OMSJ 9
VOR / ILS 12/30 3760 MAX/347 MAX/349 MAX MAX MAX
Sharjah
OTBD 9
ILS / ILS 16/34 3822 MAX MAX MAX MAX MAX
Doha
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Warning:
6.4.2.3 Terrain
The airport is located 8km Northeast of the city on flat terrain. Man-made obstacles located to
north and west of airport.
Ahmedabad lies within Class D airspace. Reports indicate ATC standard are average. Traffic
avoidance advisory is not available.
6.4.2.5 Weather
Cold northerly winds is often experienced in January, average temperatures range between
+15 to +30C. Climate is dry.
The Southwest Monsoon brings cloudy weather with humid conditions. Precipitation occurs
mostly in July and August.
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No STARs published. Radar vectoring for ILS or VOR approach can be expected.
Due short taxi time to RWY 05, safety demo should be commenced upon door
closure.
No SIDs published.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
VIDP 9 VOR / ILS 09/27 2661 MAX MAX MAX MAX MAX
VIJP 7
VOR / ILS 09/27 2797 NOT NOT NOT NOT MAX
Jaipur
OPKC 9 NON / ILS 07L/25R 3200 273/270 MAX/341 228/226 MAX MAX
Karachi NON / ILS 07R/25L 3400 MAX MAX MAX MAX MAX
VABB 9 ILS / ILS 09/27 2963 MAX MAX MAX MAX MAX
Mumbai ILS / VOR 14/32 2517 MAX MAX MAX MAX MAX
VANP 8
VOR / ILS 14/32 3200 NOT NOT NOT NOT MAX
Nagpur*
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Note: Runway 18/36 is not authroised due to width (TORA 1800 m, width 30 m).
6.4.3.3 Terrain
Alexandria is situated on the coast of Mediterranean sea in North of Egypt with an elevation
of - 5 feet. The airfield is located 3 NM East-Southeast of city.
6.4.3.5 Weather
Summer are hot and dry. Winter is generally mild with some rain.
April to June: Hot southerly wind known as the Khamsin may blow causing rising dust and
poor visibility.
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During day light operations radar vectors can be expected, night operations procedural
approach are conducted.
NIL
NIL
ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Location 320 / 1
HEBA 8
HEGN 9
CIR / ILS 16/34 3700 MAX
Hurghada
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Caution: Compass deviations, caused by underground train may occur when an aircraft is
parked at the stands of the E-pier, in the area between the E- and F-pier, or when
following the taxiways in the vicinity of the E-pier.
6.4.4.3 Terrain
The MSA is 1700 feet except for a narrow sector in the Southeast which goes up to 2300 feet.
The airport is located 14 kms Southwest of city with an elevation of -11 feet. Early morning fog
and rain can be expected from September to December. Amsterdam airport has 6 runways.
6.4.4.5 Weather
Typical weather ranges from a little around freezing in the depths of winter, though usually
with little snow, to typically pleasant sunny days of 20 to 25 C in the summer. Spring and
autumn are pleasant, but can be wet (100+ mm of rain per month).
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a) Arrival Procedures:
For morning arrivals, preferred Landing runways are 06, 18R and 18C. However note
that 18C is not available for arrivals from 2300-0600 Local Time. Runway 36L is not avail-
able for landing at all times.
While being transferred from Amsterdam approach control center to Schiphol approach,
initial contact shall be restricted to call sign only. While being transferred from Schiphol
approach to Schiphol arrival, initial contact shall be restricted to call sign only. While
being transferred from Schiphol Approach / Arrival to Schiphol Tower, initial contact shall
be restricted to call sign and Runway.
Caution: Due to environmental influences the wind report for Runway 36R is
unrealistic.
Caution: Do not mistake highway running parallel for runway 18C/36C.
Expect strong crosswinds during winter. Cargo flights are parked at Apron R.
b) Departure Procedures:
Runway 18R not available for take-off. ATC clearance may be requested up to 20 minutes
before EOBT (Est Off Blocks Time) or 35 minutes before Slot Time (CTOT - Calculated Take-
off Time). On receipt of enroute clearance, switch to Schiphol Start-up without ATC instruction.
Caution: Due to blast problems, if engine ground clearance is more than 16 feet (5m)
engine number 2 must not be used at breakaway power at the gate and shall
run until normal taxi speed has been reached.
c) Crew Routing:
Arrival Crew: Crew coach of AeroGround Services will transfer the crew from the aircraft
to the Crew Centre. Proceed to the hotel along the covered walkway.
Departing Crew: Prepare to leave hotel at least 90 mins prior to ETD. Before leaving
hotel, call AeroGround Services at 603-2589/2413 to arrange for ramp pick-up. Make
your way from the hotel to the airport via the covered walkway.
Upon reaching the airport, proceed to the SKYPORT Crew Centre. Then follow the signs
CREW BAGGAGE CHECK-IN. This will lead to a corridor where the security person-
nel will perform the necessary security formalities of checking the baggage and crew ID.
Then proceed, with your bags, towards the KLM CREW BAGS CENTER. Make a 90
degrees left turn where you will see the sign REMOTE STANDS. Proceed towards the
area till you enter a room where the Passport Control is located. Complete the passport
checks and walk towards a small stairway leading to the ramp. Pass thought the glass
sliding door. A van from AeroGround Services will be there. If the van has not arrived,
wait inside the building till the van is visible from the glass sliding door.
If need be, call AeroGround Ramp Transport at 742412.
Board the van with your bags and you will be brought to the aircraft site. At the aircraft
site, the driver shall assist you to off-load your bags from the van. No assistance will be
provided to load your bags onto the aircraft. You will be required to bring your bags to the
aircraft.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Frankfurt -
ILS/ILS 07R/25L 4000 MAX MAX MAX MAX MAX
Main
Cologne - Bonn ILS/ILS 14L/32R 3815 MAX MAX MAX MAX MAX
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Note: Do not use taxi lights to get the attention of ground staff.
6.4.5.3 Terrain
No significant terrain.
6.4.5.5 Weather
Early morning fog and low stratus a possibility particularly during the winter months.
Occasional dust storms. Strong Northerly winds occur throughout the year.
Caution: Beware of severe low-level wind shear. This occurs frequently during summer,
especially overnight. Very strong wind shear can also be encountered in the
vicinity of severe thunderstorms over the Gulf region during winter and spring.
Warning: Marked temperature inversions occur frequently in the lower and middle levels of
the troposphere especially at night during summer. These can significantly affect
climb-out performance, and can be associated with wind shear.
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a) Arrival Procedures:
NIL
b) Departure Procedures:
NIL
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Abu Dhabi ILS/ILS 13L/31R 4100 MAX MAX MAX MAX MAX
OTBD 9
ILS/ILS 16/34 3822 MAX MAX MAX MAX MAX
Doha
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Caution: Kites in vicinity of aerodrome at heights up to 2500 ft, especially runway 27.
6.4.6.3 Terrain
The airport is situated 7NM North East of the city on an isthmus joining a peninsular to the
South, with main part of island to the North.
The terrain immediately around the field is flat with obstructions up to 750ft to the South.
North, terrain is flat for 9NM, rising steadily to 7,500ft at 25NM, and up to 12,000ft at 30NM.
Runway 09 extended runway centerline, island at 21nm with terrain to 1750ft.
Radar services provided, expect radar vectoring. English is of a good standard, although ATC
controllers may speak very rapidly.
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6.4.6.5 Weather
Bali has a tropical climate appropriate to its proximity to the equator. There are two seasons,
wet and dry, between which are comparatively short inter-monsoonal seasons.
November to March: Wet season: Heavy showers and thunderstorms overland during the
day. During heavy rain showers, zero visibility may occur. Night-time, rain showers mostly
occur over the sea.
April to October: Dry season: Generally fine weather prevails. At beginning and end of
season, large Cu/Cb to be expected. Afternoons scattered Cu overland. Hazy conditions may
exist when Southeast winds are strong.
Winds, generally light, but direction influenced by both monsoon and sea breezes.
a) Arrival Procedures:
STARs; numerous crossing altitudes published. Arriving from the North, note the high
MSA (9700ft). Expect radar vectors to either runway 09/27. During times of heavy traffic,
bad weather, ATC generally uses the published STARs. DAM wall (marked with red
lights) 5ft high, located 140m from threshold runway 09.
Runway 09: Arrivals: Direct routing from UDANG to KUTA maybe offered by ATC.
Exit the runway onto parallel taxiway N and expect taxi clearance for Apron A. Parking,
stands 1-6.
b) Departure Procedures:
SIDs; Crossing altitude published. Northbound SIDs, steep climb required due high ter-
rain. ATC clearance: Call 5 minutes prior to start-up
Aircraft shall be push back to face south, towed until west of Parking Stand 4, after
which engine start can commence.
Parking stand No.1, aircraft is pushed back and pulled until aligned to taxiway
centerline then start-up.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
*WARR 8
WARQ 8
Solo (0000- NON/ILS 08/26 2500 319/316 273/337 224/222 MAX MAX
1200)
WAAA 8
Ujung Padang ILS/NON 13/31 2500 NOT NOT 223/220 MAX MAX
(2300-1500)
WIIH 9
Jakarta - Halim VOR/ILS 06/24 2800 MAX MAX MAX MAX MAX
Intl
Jakarta -
Soekarno ILS/NDB 07R/25L 3660 MAX/347 MAX MAX MAX MAX
Hatta Intl
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Warning: Due to the surface characteristics of runway 01R and 19L, heavy precipitation is
likely to result in patches of surface water or flooding. Under these circumstances
a hazard exists for aircraft landing, or in the event of a rejected take-off, due to
the likelihood of aquaplaning.
Caution: Runway 01L/19R, 01R/19L - DME does not read ZERO at threshold due DME/
ILS not being co-located.
1. Aircraft identification - Use the same format as in ICAO flight Plan, ie QTR001
2. Flight crew should select XPDR or equivalent according to specific installation. Ensure
the transponder is operating (i.e. OUT OF STAND-BY or OFF POSITION) and the
assigned mode A code is selected in accordance with following:
a) Departing flight:
Upon received airway clearance, except when a Departure time restriction is issued, then the
action should be done at engine start-up.
b) Arriving Flight
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6.4.7.5 Weather
Large CBs and TS frequent this area. Turbulence can be anticipated much of the time,
especially when the wind is from the West.
As with any CB or TS, gust fronts may extend up to 40 kms ahead of the storm giving
windshear, this is particularly true in Bangkok. Rain can be very heavy, and reduce visibility to
less than 1000 m. Many of the storms build up late in the day.
At other times of the year mist and fog is likely, particularly during slack winds. Temperatures
are high in the summer and moderate in the winter.
October to early February: North East monsoon with fairly settled weather.
May to September: South West monsoon with frequent CB's building during the afternoon
and evening.
November to March: Early morning fog on two or three days per month.
a) Arrival Procedures:
Note: Use of rapid exits from the landing runway enables minimum spacing on final
approach and minimizes the occurrence of Go-around.
Ground Power is initiated after the airbridge is connected and usually takes about 5 min-
utes. The APU should be started on inbound taxi for parking. Once main engine and APU
(if started on inbound) is shut down Pre Conditioned Air unit is attached, usually takes
5-15 minutes for this process. It is permitted to operate the APU for 5 minutes after arrival
on parking stand.
Landing - A330 Use flap setting CONF 3 unless safety reason is a factor.
Thailand Civil Aviation Authority has requested the use of minimum flap setting for land-
ing for noise abatement purposes where possible.
b) Departure Procedures:
Bangkok Airport Authority policy, APU restart is permitted 10 minutes prior to pushback.
If unavailability of the said ground units, PWR U/S sign is position at the gate, where by crew
can choose to start the APU or request mobile services (15 minutes notification required).
At Start-up
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Departure slot times issued for separation purposes when necessary. Maintain a listening
watch on relevant ground control frequency. Ensure an early call to ground control to
allow for sufficient time for taxi to runway.
Safety and SOP preconditioned, once the line up clearance has been issued pilots
should ensure that they are able to taxi into the correct hold and line up position on the
runway as soon as the preceding aircraft has commenced its takeoff roll.
Cockpit checks should be completed before line up. Any checks requiring completion
whilst on runway shall be kept to a minimum.
If unable to comply with these procedures inform ATC prior to passing the Runway hold-
ing position.
All departing aircraft are required to apply noise abatement procedures with thrust reduc-
tion at 1500ft AGL, and acceleration at 3000ft AGL.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Bangkok -
VOR/ILS 03R/21L 3150 312/309 MAX/MAX MAX MAX MAX
Don Mueang
VTBU 8
ILS/VOR 18/36 3505 336/332 MAX/363 MAX MAX MAX
Rayong
VTCC 9
VOR/ILS 18/36 3100 339/336 MAX/355 204/202 165/MAX MAX
Chiang Mai
VTSP 9
VOR/ILS 09/27 3000 MAX MAX/362 MAX MAX MAX
Phuket
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6.4.8.3 Terrain
The airport is located 8 km (4 NM) Northwest of city with an elevation of 122 feet. The terrain
at the airport is generally flat.
Caution: Beware of man made obstacles in the terminal area and trees upto 100 feet AGL
in the close vicinity of the airport. The highest obstacle TV antenna 1329 feet
MSL is located approximately 4 NM Southeast of the airfield.
Berlin Tempelhof airfield is located approximately 7.5 NM and Berlin Schoenefeld airfield is
located approximately 15.5 NM Southeast of Tegel airfield.
The standard of ATC and English is good, use standard ATC phraseology.
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6.4.8.5 Weather
The climate is moderate and the average yearly temperature 9.2C. Most precipitation is
during the months of July and August.
June to August: Summer Months. The average daily temperature is around 18C.
a) Arrival Procedures:
Low drag and power approaches are expected to be conformed with. When expected to
hold over the main approach aid for more than 20 minutes an ETA will be transmitted. If
no clearance has been given for continuation beyond the main aid, maintain the last
assigned altitude, join the depicted hold and acknowledge the altitude and wait for further
instructions.
Noise Abatement procedures as per the following: Leave the initial approach fix at 210
kts + 10 kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts + 10 kts
using an intermediate flap setting with landing gear up. Intercept glide path at not lower
than 3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach
speed shortly before or over Outer Marker.
b) Departure Procedures:
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ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
EDDB 9
ILS / ILS 07/25 3000 MAX MAX
Berlin - Schoenfeld
EDDC 8
ILS / ILS 04/22 2508 MAX MAX
Dresden
EDDP 8
ILS / ILS 08/26 3600 MAX MAX
Leipzig
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Note: In the event of closure of Runway 05R/23L, Runway 05L may be used for
Landing provided that :
1) Traffic established on final approach at least 13 NM from Cairo VOR/DME at
feasible minimum speed, and
2) Strict adherence to LLZ centerline.
3) Visual approach and shortcut are not permitted.
6.4.9.3 Terrain
The airport is located 13 NM to the Northeast of the city which lies besides the Nile with an
elevation of 382 feet. There is high ground to the South.
Due to the uneven terrain of the airfield, be aware that there can be up to approximately 200
feet difference in runway threshold elevations. As a result same taxiway have significant
slopes.
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6.4.9.5 Weather
Weather is normally good.
April to June: Hot southerly wind known as the Khamsin may blow causing rising dust and
poor visibility.
Note: During Summer, final approaches are generally bumpy due to hot air adiabatic
effect.
December to February: Usually in January, fog can occur very suddenly which will normally
dissipate by about 1000 local time.
Winter frontal system can reach Cairo from the Southern Mediterranean and although there
is usually very little rain, visibility can be reduced if the wind exceeds 15 knots.
6.4.9.6 Arrival Procedures
Note: Runway 16/34 is used during day time and in VMC only as an alternative for
Runways 05L/23R and 05R/23L.
Caution: A well lit dual carriageway and boundary fence lighting may make night
identification of Runways 05L & 05R difficult.
Note: If landing 23L and exiting on taxiway Papa, do not mistake taxiway whiskey
as an extension of Papa.
The airfield site slopes up towards the South with a marked difference between threshold
elevations. Large power settings are required if taxiing uphill, increasing the risk of
engine ingestion of the considerable amounts of debris, sand and stones lying on and
around taxiways. Increase the separation between taxiing aircraft at all times. Taxiing
downhill requires constant braking which may cause Brake Overheat.
6.4.9.7 Ground Maneuvering
Qatar Airways uses Terminal 2.
B772, A330 and A300 : Left engine nacelle comes very close when parking at fixed
air-bridges, gates A8-A16. Approach parking stand at slow speed, using docking
guidance system and stop bar to position aircraft. Ensure correct aircraft designator is
shown on guidance system. If in doubt, request Marshaller assistance.
B777-300 : Parked on remote stands (Apr/07). Stands A7,A9 and A11 adequate at
Terminal 2.
Runway 23R may be used for take-off provided that traffic execute a left turn maximum
distance 5NM from Cairo VOR/DME then to be directed to its assigned airway.
Expect to climb straight ahead on runway heading to 3500ft, thereafter to follow tower
instructions.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
HEBA 8
HEGN 9
CIR/ILS 16/34 3700 325/322 XXX/343 MAX MAX MAX
Hurghada
HELX 9
VOR/ILS 02/20 3000 289/286 XXX/353 MAX MAX MAX
Luxor
Sharm El
VOR/NON 04R/22L 3081 MAX XXX/361 MAX MAX MAX
Sheikh
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6.4.10.3 Terrain
Cape Town airfield is located less than 10 NM East of city center with an elevation of 151 feet.
Table mountain runs from the Northwest of the airfield to the Southwest.
6.4.10.5 Weather
Summer (October to March): Generally fair with fresh Southerly winds, thundery spell can
occur in late Summer. Occasional early morning fog a possibility.
Winter (May to August): Winds mainly Northwesterly. Low cloud and rain with passing
fronts. Fog forming during the night may persist until as late as midday.
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Due to obstacle, PAPI of Runway 19 must not be used beyond 5 NM from threshold.
Taxiways D5, D4, D3, L, and M not authorized for A330, A340 and B777.
Due to obstacle, PAPI of Runway 19 must not be used beyond 5 NM from threshold.
Caution: Do not confuse Threshold 16 for Threshold 19 when taxiing on Taxiway for
Take-off Runway 19.
Aircraft departing from Runway 01 and 34 shall avoid hospital complex 3 NM North from
end of runways.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
FADN 7
ILS/ILS 06/24 2440 319/317 249/311 217/N MAX MAX
Durban
FYWH 9
NON/ILS 08/26 4575 XXX XXX MAX MAX MAX
Windhoek
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6.4.11.3 Terrain
The terrain has no significant obstacles close to the airport, the highest obstacle is a man
made obstacle East of the approach to Runway 17L/R, this reaches 1017 feet AMSL. To the
Southeast there is a spot height at 981 feet, this is approximately 20 NM from the airport.
The MSA is 4100 feet to the Southeast and 3600 feet to the Southwest and 3000 feet to the
North. The MSA is 3200 feet Northeast and 3800 feet Northwest. The airport elevation is 656
feet.
6.4.11.4 Weather
The weather in Casablanca is generally similar to that in many of the North African countries.
Precipitation values tend to be an average of up to 3 inches per month from November to
February with little or none for the remaining months. Temperatures are fairly stable, ranging
from 55F (13C) in January to 73F (23C) in August.
With proximity to the Atlantic Ocean fog may occur near sunrise and sunset.
Dust storms may reduce the visibility to a few hundred meters, however most of the time the
visibility is good.
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Phraseology in Use
Procedure of ATC
First Contact ATC - Advises RVR value(s) and request Pilot to call at Outer
Marker (OM)
Pilot - Repeats back message.
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a) Arrival Procedures:
b) Departure Procedures:
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
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6.4.12.3 Terrain
The airport is located 14 km (7.6 NM) Southwest of the city with an elevation of 34 feet. Trees
up to 137 feet in the vicinity of Runway thresholds (600 m to 1000 m in the take-off and
approach path).
No significant high ground in the vicinity. MSA is generally 1800 feet except for the Northwest
sector, which is 2300 feet. Within 10 NM, the MSA is 1800 feet all round.
6.4.12.5 Weather
October to November: Thunderstorms due to cyclonic activity in the Bay of Bengal could
affect the airport. The duration of these storms is generally 60 to 90 minutes, when visibility
may drop below minimums, and associated Windshear on finals for Runway 07/25 may be
expected.
January and February: Early morning fog can be expected until about 1000 Local Time.
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Caution: Flying in the vicinity of TAMBARAM airport permitted with prior ATC
clearance only.
Caution: When using runway 25 for approach at night, be aware that the surrounding
city lights are bright, and tend to drown out the runway approach lighting. Do
not mistake the highway just to the left of the runway as the runway lighting.
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Note: 180 turns of aircraft with MTOW above 50 tons permitted at Runway ends only.
6.4.13.3 Terrain
The airport is North of Trivandrum in the South of India, the airport is in close proximity to a
river, thus giving potential rise to fog and mist. The airport has an elevation of 25 feet.
West and South of the airport the terrain is relatively flat. North through to the East MSA is
6500 feet, the terrain rises to 1742 feet within 5 NM and 4100 ft within 11 NM. The South East
quadrant also has terrain giving a MSA of 5600 feet.
6.4.13.5 Weather
The temperature varies little throughout the year staying mainly between 24C and 30C.
Poor flying conditions come mainly from thunderstorms and heavy rain.
December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon,
clearing early morning.
Mid April to June: Heavy cloud develops before dawn lasting all day with heavy rain and
frequent thunderstorms.
June to September: Generally fine with broken CU. Very occasional squalls with heavy rain
only lasting a short time.
October to November: Rain Squalls more frequent and more persistent. Thunderstorms,
especially in the evening causing water logging on Apron and parts of Runway.
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a) Arrival Procedures:
Note: The passenger steps used are not wide enough for aircrafts door, which do
not permit opening of the doors after positioning the equipment. Therefore,
doors shall be opened immediately prior to the positioning of the equipment
at the aircraft; in this case the door safety strap must be attached.
b) Departure Procedures:
NIL
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
VCBI 9
ILS/ILS 04/22 3350 MAX MAX MAX MAX MAX
Katunayake
VOBL 9
ILS/ILS 09/27 4000 MAX MAX MAX MAX MAX
Bangalore
VOMM 9
ILS/ILS 07/25 3658 MAX MAX MAX MAX MAX
Chennai
VOTV 8
Thiruvanan- VOR/ILS 14/32 2992 310/307 263/333 226 / 223 MAX MAX
thapuram
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NIL
6.4.14.3 Terrain
The airport is located 14 NM inland from the coast, on a large flat area without obstruction.
The airport has an elevation of 72 feet.
6.4.14.5 Weather
The weather is the same weather as observed at many airfields in the gulf region.
Haze is typical, reducing the visibility to around 6000 m. This may reduce to a 1000 m in
severe dust storms.
Rain is more likely in the winter months and may be very heavy reducing visibility.
Early morning fog and low stratus during the winter months. Frontal weather occasionally
affects Dammam in winter.
Dust storms occur throughout the year but are most troublesome during mid-summer
afternoons.
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a) Arrival Procedures:
NIL
b) Departure Procedures:
Take-off in northern direction, expect runway 34L. For planning purpose, the Operational
Flight Plan (OFP) will show a specific SID, but expect ATC to provide radar vectors for
departure (RADAR1A) to the "BAH" VOR.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Riyadh -
ILS/ILS 15R/33L 4205 MAX MAX MAX MAX MAX
King Khalid
OTBD 9
ILS/ILS 16/34 3822 MAX MAX MAX MAX MAX
Doha
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6.4.15.3 Terrain
The airfield is located on a flat plain 8 NM Southwest of the city with an elevation of 744 feet.
6 NM to the East is another airfield associated with light aircraft and glider activity. Located
just to the North of this airfield is a prohibited area.
6.4.15.5 Weather
December to February: North East monsoon. Light winds and cool weather with minimum
overnight temperatures around 7C. Occasional frontal depressions. Frequent morning fog
usually clearing by about 1000 Local Time.
March to Mid June: Hot Season. Temperature slowly building up until the start of the
Southwest monsoon with storms towards the end of the period.
Mid June to September: Southwest monsoon. Some continuous rain with thunderstorms
but usually not more than 10 days a month. Little rain in September. Average maximum
temperature 33C.
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a) Arrival Procedures:
Caution: Do not mistake Delhi (SAFDARJUNG) airport located 6 NM to the East for
Delhi Indira Gandhi International airport.
When the surface wind velocity exceeds 10 knots, updraughts can be expected on final
approach to Runway 28.
Exercise caution for men and vehicle movement around dimly lit aprons.
Within 15NM of VOR serving the airport, or below FL65, shall maintain IAS as per aircraft
category.
Aircraft Category
C D
b) Departure Procedures:
Request start-up within 5 minutes of filed EOBT. If unable to make start-up within 5 min-
utes of EOBT, a delay may occur subject to traffic situation. If intersection take-off is pos-
sible advise ATC at time of push back/start-up. Pre-departure checks should be
completed before entering active runway to expedite traffic flow. Expect take-off clear-
ance after line-up.
No ATC speed restriction applicable for departing aircraft except when specified by ATC.
c) Taxiing:
Taxiing aircraft should maintain a minimum speed of not less than 15 knots on the straight
portion of taxiways and between 8-12 kts during turning maneuvers.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
OPRN 9
CIR/ILS 12/30 2743 263/259 265/328 219/216 167/MAX MAX
Islamabad (Note)
VAAH 9
VOR/ILS 05/23 3505 333/331 MAX/349 231/229 MAX MAX
Ahmedabad
VANP 8
VOR/ILS 14/32 3200 NOT NOT NOT NOT MAX
Nagpur
VIJP 7
VOR/ILS 09/27 2797 NOT NOT NOT NOT MAX
Jaipur
VILK 6
VOR/ILS 09/27 2585 NOT NOT NOT NOT MAX
Lucknow
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Caution: (B772/3 & A346) Wing tip clearance minimal when widebody aircraft parked on
stand 1-6.
Caution: Taxiways and Apron Pavement Conditions : In general taxiways and apron
pavement conditions are poor with numerous reports of broken surfaces (Crew
report Nov 2008). Adopt appropriate taxi speeds.
6.4.16.3 Terrain
Due to lack of Radio Communication facilities between Kolkata and Dhaka ACCs, good flight
crew radio communications and co-ordination with both ACCs is required for descent or
climb.
6.4.16.5 Weather
March to May: Hot season. Heavy thunderstorms appear from the Nor'westers; severe
squall conditions may last 30 to 40 mins.
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ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
VGEG 7
VOR/ILS 05/23 2940 NOT NOT MAX/N MAX MAX
Chittagong
Bangkok -
ILS/ILS 01R/19L 4000 MAX MAX MAX MAX MAX
Suvarnabhumi
VTCC 9
VOR / ILS 18/36 3100 339/336 MAX/355 204/202 165 MAX
Chiang Mai
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Caution: New Doha International Airport under construction, located 2.8NM East of
runway 16/34. The new parallel runways are nearing completion. Exercise
caution and do not confuse new parallel runways with runway in use at Doha.
6.4.17.3 Terrain
Doha is a joint military civil airfield with high level of military activity. The airport has an
elevation of 35 feet.
6.4.17.5 Weather
The weather of Doha is very hot with no rain between June to October but humid on the
coast. The rest of the year is pleasantly mild/warm and sunny with occasional showery rain
during December to March.
November to February: Early morning fog possibility from 2300 to 0400 UTC.
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Isolated parking area (Taxiway E2) is used in case of security issues relating to an aircraft, ie
hijacking, bomb threat.
6.4.17.9 Miscellaneous
a) Security :
QR Security will do pre-departure security check for all direct US bound flights.
Aircraft search will be carried out by QR security and a copy of the search form will be
handed over to the CSD.
Catering will be escorted to the aircraft and a checklist confirming seal numbers will be
handed over the CSD/CS for their confirmation that the seals were intact on delivery
to aircraft.
Copy of this form will also be handed over to the CSD/CS for records.
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b) Ground Communication
VHF Contacts for Departments.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Bahrain (Note 1) NONE 12R/30L 2222 MAX MAX MAX MAX MAX
Abu Dhabi ILS/ILS 13L/31R 4100 MAX MAX MAX MAX MAX
OMSJ 9
VOR/ILS 12/30 3760 MAX/347 MAX/349 MAX MAX MAX
Sharjah
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Note: 180 turns on runways are not permitted for aircraft larger than A320.
Note: In accordance with the security procedures at Dubai International Airport, transit
crew members can leave and re-enter the aircraft once only.
6.4.18.3 Terrain
The airport is located close to the coast on the outskirts of the city with an elevation of 34 feet.
Terrain is not a significant factor although there are several man made obstructions in the
area.
High ground to the Northeast, East, South extending beyond 25 NM from the airport
Do not anticipate being required to remain in a holding pattern longer than 20 minutes
before commencing an approach.
Note: The term Fuel emergency has no status in ATC phraseology. Radio call
prefixed with MAYDAY for distress or PAN for urgency will ensure priority
handling.
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Dedicated controller assigned for each runway with same call-sign Tower.
Standard clearance limit points will be used for transfer of aircrafts and vehicular traffic.
6.4.18.5 Weather
March to May: Occasional dust storms are most likely during the period.
Caution: Due to similar runway alignment, do not mistake Sharjah airport located
10NM Northeast of Dubai.
Minimum spacing on final approach between successive aircraft will be 5nm or minimum
vortex wake separation, whichever is greater. (This will be measured from the point where the
first aircraft is at 4nm from touchdown and both aircrafts have been issued a speed restriction
of 160kts to 4nm final).
The UAE enforces an approach ban policy which states that aircraft may not descend below
1000ft above aerodrome if relevant runway visual range is at the time less than the specified
landing minima. When visibility is close to, or below, the prescribed minima, ATC shall advise
current IRVR reading to aircraft when they are approx 1000ft on final approach.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Abu Dhabi ILS/ILS 13L/31R 4100 MAX MAX MAX MAX MAX
OMAL 9
ILS/VOR 01/19 4000 MAX MAX/366 MAX MAX MAX
Al Ain
OMSJ 9
VOR/ILS 12/30 3760 MAX/347 MAX/349 MAX MAX MAX
Sharjah
OTBD 9
ILS/ILS 16/34 3822 MAX MAX MAX MAX MAX
Doha
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Note: With winds between direction 200 and 160 clockwise and speeds of 15 kts and
more on Runway 18, Gust and strong windshifts up to tailwind component may
occur.
6.4.19.3 Terrain
The airport is located 6 NM to the Southwest of the city centre with an elevation of 364 feet.
The River Main runs through the city and joins the much larger Rhein opposite the town of
Mainz. There are rolling hills all around Frankfurt which do not present any particular
problems as most approaches start 4000 feet.
The Air Traffic control is generally very good. Traffic density may be problem.
6.4.19.5 Weather
September to November: Good weather with the probability of fog increasing as the season
progresses.
December to March: Cold and wet. Fog occurs in high humidity and low wind conditions as
in all of Northern Europe.
April to May: Variable weather, although the foggy season should be well gone.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
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RFF IAP RWY LDA (m) MAX Pavement Weight in Tons for
Aircraft
Taxiway W1 and W2 not permitted for A300 and A330. Parking stand 10-14 A330 not
permitted. Parking stand 1-3, 24-30 A300/A330 not permitted.
Warning: Airport is situated in the vicinity of Danger area 23 to 26 (Helicopter Training 50m
(164ft) - 1000m (3280ft) and prohibited area P(4) (Ground - 3000m (9840ft).
Caution: Taxiways width is the minimum required for A300 & A330 aircraft. Adhere strictly
to the centerline marking and use extreme caution in the turns.
Caution: Runway markings in the region of touchdown zone are heavily overlaid with
rubber deposits, making them difficult to identify and slippery when wet.
Note: 15NM North-East, lies the military airfield of Bienhoa, with two parallel runways in
a East-West orientation.
6.4.20.4 Terrain
Generally, flat terrain surrounds the airport. The airport is located 6km to the Southeast from
the city center.
Wind speed is given in Meters per second (multiply by 2 to get knots) and cloud base in
meters above AAL.
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6.4.20.6 Weather
The climate is divided into two seasons, with the rainy season lasting from mid April to the
end of October. Worst months are May and September.
Thunderstorms activity occurs between mid-noon and early evening. Rapid changes in
visibility with heavy rain and variable strong winds happen as thunderstorms drift over the
airport, expect a ceiling of 200-300ft during this period. Such phenomena rarely last more
than 30 minutes.
November to April: Is the dry season. Haze is present in these months, but visibility seldom
falls below 2000 meters.
December to March: Early morning fog possible, however it is thinly layered and clears a
couple of hours after sunrise.
Typhoons are infrequent, and if a depression moves through it is more likely occur in
September or October.
The airport is equipped with surveillance radar giving an accurate picture of thunderstorm up
to a range of thirty miles. This information is passed to the tower.
a) Arrival Procedures:
Danger and Prohibited areas may affect missed approach planning. The missed
approach procedures do not specify an altitude after initial climb to altitude on runway
heading, continue climb to MSA. Note the published minimum holding altitudes.
VOR approaches to all runways are offset. Ensure correct runway is selected during final
approach, as the offset may leave you Left or Right of desired runway.
Landing runway 07L/25R, ensure clearance is obtained before crossing runway 07R/25L.
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Minima
Instrument approaches, CEILING shown in meters. The value reflects the equivalent
MD (H) shown in feet.
b) Departure Procedures:
ATC flight plans must be filed locally, therefore to avoid any delay, check early with ATC
that a valid flight plan is in the system. Call ground control 10 minutes prior to start for
ATC clearance.
Parking Stands
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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST EAST
180 - 359 0 - 179
Meter Feet Meter Feet
13200 43300 12600 41300
12000 39400 11400 37400
10800 35400 10200 33500
9600 31500 9000 29500
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Bangkok Suvar-
ILS/ILS 01R/19L 4000 MAX MAX MAX MAX MAX
nabhumi Intl
VTBU 8
ILS/VOR 18/36 3505 336/332 MAX/363 MAX MAX MAX
Rayoung
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Note: Delays can occur due to aircraft back-tracking on the runway and the single
taxiway to and from the parking area for wide bodies (Taxiway Alpha)
6.4.21.3 Terrain
The airport is located Southeast of the city of Islamabad and Northeast of the city of
Rawalpindi. It is used jointly by military and civil aviation. The airport has an elevation of 1668
feet.
6.4.21.5 Weather
December to February: Fog conditions can occur but usually cleared by 11 AM Local time.
The minimum winter temperature is -2 C with frost but no reported ice.
July to September: These are hot Summer months with temperatures upto 40C with
frequent thunderstorms and rain.
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Warning: The Tower Controller does not have full visual coverage of the Runway
(especially Runway 12 threshold) or the Start-up Ramp.
Warning: Do not mistake small airfield with Runway alignment 14/32 at approximately
4 NM South West of airport.
Caution: Roads / Islamabad highway running in similar alignment to the runway have
brighter lights than the runway itself and can be mistaken in poor visibility.
Caution: Pilots are to exercise extreme caution during wet runway conditions. After
heavy rain, mud oozes through joints and onto the runway surface. This
condition, combined with a downhill slope on the second half of Runway 30
and excessive rubber deposits, can cause serious stopping problems.
Caution: Civilian aircraft are to taxi over arrestor cables with caution.
Note: The parking area available for heavy jets is filled very quickly if Lahore is
fogged in, be prepared to divert due to lack of parking space.
The prohibited area is located approximately 5 NM Southwest of the field is a nuclear test
zone. No Radar vectors will be given in this area; for this reason expect a 9 NM final for
Runway 30.
Caution: The first 335 m of Runway 12 (before the turning pad) can not be used for
Take-off because of low pavement strength. This has been considered in
Performance Chart.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Karachi
(Note1) NON/ILS 07R/25L 3400 MAX MAX MAX MAX MAX
OPNH 8
VOR/VOR 02/20 2743 269/264 XXX/328 MAX MAX MAX
Nawabshah
(Note2)
OPPS 9
VOR/VOR 17/35 2743 223 223 223 MAX MAX
Peshawar
(Note3)
Note 1: Company preferred alternate during winter season due to congested apron in
Lahore.
Note 2: B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
Note 3: B777 / A346 - Only Taxiway A authorized for taxi-in/out from Apron.
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6.4.22.3 Terrain
The airport is located 13 NM West of the city on the Northern edge of the Marmar Sea with an
elevation of 163 feet. Terrain is not a significant consideration within the immediate vicinity
although there is high ground outside 10 NM to the East. Approaches to Runway 36 or 06 are
over water.
6.4.22.5 Weather
November to January: These are the months with the highest incidence of poor visibility and
low cloud with ceilings below 600 feet and visibility below 500 metres.
Winter: Fog is normally restricted to advection fog formed over the sea it is often blown
inland over the airport. Mean surface wind is north to northwest at 10 to 15 knots.
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Caution: Taxiway and apron centreline marking is poor, especially in adverse weather
or at night. Apron and taxiways are reported very slippery when wet, and
numerous minor deficiencies to inadequate stand guidance, marshalling and
pushback.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Ankara (Note 1) ILS/ILS 03R/21L 3750 MAX MAX/375 MAX MAX MAX
Izmir (Note 3) VOR/VOR 16R/34L 3240 MAX MAX MAX MAX MAX
LTFJ 9
Istanbul - ILS / ILS 06/24 3000 MAX MAX MAX MAX MAX
Sabi
Note 1 : B777 / A346 - Apron 4 and 5 authorized and appropriate parking stands: 101,
102, 107, 116 and 118 - 120.
Note 2 : B777 / A346 - Taxiways H1 and K not authorized and appropriate parking stands:
Apron 1 - stands 1,16 and 17. Apron 2 and 3 - stands 57 - 59; 62 - 65; 68 -72.
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Caution: Exercise caution, while take-off and landing Runway 25 and Runway 07 due to
kites.
6.4.23.3 Terrain
The airfield is situated 10 NM South of the East / West coastline. Jakarta (Halim) airport is 20
NM South although it is rarely visible as the summits are usually obscured by cloud.The
airport has an elevation of 34 feet.
The standard of ATC and English can be poor. Use standard phraseology.
6.4.23.5 Weather
May to October: This is the dry season and the area is affected by the Southeast Trade
Winds.
November to April: The Northwest Monsoon with typical tropical monsoon weather. Periods
of prolonged low visibility are unlikely as bad weather is generally associated with
thunderstorms activity and should normally last less than one hour. Rain activity tends to
position more closely to the shoreline of the harbour and should pass quickly.
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a) Arrival Procedures:
Monsoon weather can cause strong crosswinds. The location of two hangers at the
approach end of Runway 07R may result in strong turbulence on short finals if landing on
Runway 07R. A wind sock located between the taxiway and runway near the threshold
can give the best indication of the wind activity when landing in this direction.
Note: Keep a good lookout for other arriving traffic. Domestic traffic tends to
receive priority handling by ATC and it is not uncommon to have these flights
placed in front of non-national traffic resulting in excessive radar vectoring off
course to the southeast. Flights crews should be keenly aware of their
sequential position during vectoring and may have to remind ATC of
assigned headings.
Note: A bright light situated near to the end of Runway 25R. The light is visible
when on short final to this runway, and appears to be an incorrectly shielded
centre-line light.
b) Departure Procedures:
The MSA for all SIDs is based on VOR DKI. DKI is located 25nm Northeast of the air-
port, which means that all departure from runway 25L/R, routing westbound will fall out-
side the DKI coverage. The GL LOM, (MSA runway 07L is based on this navigation
aid), can be used as MSA for departing runway 25L/R.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
WIHH 9
WIDD 9
ILS/VOR 04/22 4025 MAX/347 MAX/369 MAX MAX MAX
Batam
WMKJ 8
ILS/VOR 16/34 3354 NOT NOT MAX/224 MAX MAX
Johor Bahru
Kuala Lumpur ILS/ILS 14L/32R 4019 MAX/345 MAX MAX MAX MAX
WARR 8
ILS/VOR 10 / 28 3000 292/289 251/316 218/215 MAX MAX
Surabaya
WARQ 8
CIR/ILS 08/26 2500 319/316 273/337 224/222 MAX MAX
Solo
Singapore -
ILS/ILS 02C/20C 4000 MAX MAX MAX MAX MAX
Changi
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6.4.24.3 Terrain
The airfield is situated 2 NM inland to the North of the city of Jeddah with an elevation of 48
feet.
The airfield has three wide spaced parallel runways. The Easterly runway is usually reserved
for military traffic. Simultaneous arrivals and departures take place.
6.4.24.5 Weather
The climate is extremely dry and arid throughout the year, with unreliable rainfall. There is
little rainfalls between November to December to April or May. Temperatures from May to
September are extremely high and although inland the humidity is quite low on the coast it
can become high adding to the discomfort. Temperatures in winter are generally mild and
warm but inland and in higher areas these can fall low enough for frost and snow to occur.
Winter nights in the desert can be particularly cold. Prevailing wind Northerly.
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Note: The Saudi Authorities have requested that passengers must be informed of
the Ihram timing 30 minutes before passing Migat (Ihram Zone) and to
repeat the same announcement 5 minutes prior passing Migat.
If tailwind component is less or equal to 6 kts, the preferred runway for arrival is 34C.
NIL
If tailwind component is less or equal to 6 kts, the preferred runway for departure is 34L.
Pilgrimage to Mecca :
Umrah :
Umrah is the name given to the act of going on the pilgrimage to the holy city of Mecca
at times other than Haj period. Pilgrims unable to attend the Haj will endeavor to
attend Umrah.
Haj :
Haj is the name given to the act of going pilgrimage during the period laid down by the
Saudi authorities and ending at Eid-Al-Adha.
Haj Operations :
Haj Operation is the form of Charter flights in addition to schedule services will be
undertaken during the Haj period.
These flights present a significant security problem to the Saudi Arabia government
who normally maintain a tight control over immigration. The regulations for the trans-
port of Haj passengers are strict and infringements will result in heavy fines for the
Operator concerned with ticketing, documentation and control of passenger move-
ment on the ground.
However, the following points require the attention of crews on both Haj operations
and normal flights carrying pilgrims undertaking Umrah. These are as follows:
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Al Megat :
This is the time when the pilgrims would be appropriately dressed. It may be taken as
a distance 80 NM from Jeddah or refer to the Jeppesen/Jeddah arrival, so a PA
announcement should be made shortly after take-off or early in the flight informing the
pilgrims of the estimated time at AL-MEGAT. A personnel announcement call must be
made at AL-MEGAT in order to indicate when to start praying.
The PA announcements allowing time for pilgrims to prepare for Al-Megat and the
actual position report will be made as in the previous paragraph. In addition Haj pas-
senger will remain on board until the other passengers have disembarked. Cabin Staff
have been instructed to make a PA announcement to this effect.
Normal Operations :
Normal operations to Jeddah will frequently carry pilgrims undertaking Umrah and
these pilgrims should be shown due courtesy and consideration. The PA announce-
ments allowing time for preparation and the actual position of Al-Megat will be made
as described in the paragraph titled Al-Megat.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
OEDF 9 ILS / ILS 16L/34R 4000 MAX MAX MAX MAX MAX
Dammam ILS / ILS 16R/34L 4000 MAX MAX MAX MAX MAX
Riyadh -
King Khalid ILS/ILS 15R/33L 4205 MAX MAX MAX MAX MAX
(Note)
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6.4.25.3 Terrain
The Jan Smuts International Airport lies 10 NM East to Northeast of the City of Johannesburg
and 20 NM South of Pretoria the Administrative capital of South Africa. The Airport is
situated near the center of the Transvaal and lies on the vast interior plateau covering much
of South Africa with an elevation of 5558 feet. The surrounding area consists of hilly country
sloping gradually from Southwest to Northeast.
Air Traffic Control is generally very good, but their control is limited to 11 miles North of the
field due to military controlled airspace.
6.4.25.5 Weather
Summer (November to March): Mostly good weather, however this is the rainy season
which normally comes in the form of afternoon thunderstorms which at times can be heavy
enough to preclude landings or departures. Caution, low level windshear during thunderstorm
activity with rapidly changing winds with the passage of the storm. Maximum average
temperatures range around 26 degrees and winds tend to be Northwesterly.
Autumn (April to May): Mostly fine dry weather with temperatures dropping at night and
early morning. Average maximum temperatures are around 20 degrees.
Winter (June to August): Dry weather with cold clear nights and mild sunny days dominate
this period. Occasional cold front activity can bring cloudy and sometimes very cold weather
to this region, normally with no or little precipitation. Fog can sometimes be expected during
August and September in the early mornings but burns off rapidly after sunrise. Average
maximum temperatures are around 16 degree and winds are mostly southerly.
Spring (September to October): Fine but sometimes unsettled weather with possibility of
early season thunderstorms. Average maximum temperatures are around 23 degrees.
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a) Arrival Procedures:
Rising terrain prior to threshold may produce undershoot then overshoot shear on short final.
Runway has pronounced hump resulting in potential optical illusion for landing flare.
Radar vectors from STAR often result in minimum track distance, which may result in
high and fast profile.
b) Departure Procedures:
NIL
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
FACT 9
ILS/ILS 01/19 3201 319/314 MAX/351 MAX MAX MAX
Cape Town
FADN 7
ILS/ILS 06/24 2440 319/317 249/311 217/N MAX MAX
(Note)
Durban
FVHA 9
ILS/VOR 05/23 4725 XXX 299 211/209 MAX MAX
Harare
FYWH 9
NON/ILS 08/26 4575 XXX XXX MAX MAX MAX
Windhoek
Note: Airport may be used as Destination Alternate for A333, B772/3 and A346
between 0401 to 1959 UTC. During this period RFF will be upgraded to CAT 8.
Max Pavement Weight A333 = 215 ton.
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Note: Aircraft arresting barrier net assembly installed 100 m before Threshold Runway
25R.
6.4.26.3 Terrain
The airport is located 9 NM East of Karachi on the outskirts of the city with an elevation of 100
feet. A military airfield is located 3 NM to the Southwest and the Pakistan Oil Refinery 4 NM to
the South.
6.4.26.5 Weather
October to February: The area is subject to rapid fog formation. The dissipation of fog from
the airport takes longer than from the surrounding area.
Summer: Orographic storms may be a problem due to intense heating, visibility is often less
than 6000 m. Winds are usually light.
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a) Arrival Procedures:
Karachi has two parallel runways which show up light against the background, whereas
Shara-e-Faisal has only one runway which shows black against the background.
b) Departure Procedures:
NIL
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
OOMS 9
ILS/ILS 08/26 3165 MAX MAX/366 MAX MAX MAX
Muscat
OPNH 8
VOR/VOR 02/20 2743 269/264 XXX/328 MAX MAX MAX
Nawabshah
(Note)
VAAH 9
VOR/ILS 05/23 3505 333/331 MAX/349 231/229 MAX MAX
Ahmedabad
Note: B777 / A346 - Only Taxiway C is authorized for taxi in/out from Apron.
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Caution: There have been violent Anti Government protest. In view of this threat, security
measures have been taken to maintain the safety of the Aircraft and PAX. All
crew should exercise caution whilst in Colombo.
6.4.27.3 Terrain
The airfield is located on the coast of 12 NM North of Colombo Harbour and 22 NM North of
the city of Colombo with an elevation of 29 feet. It is almost on the coast with a large lagoon
on its seaward side. The land is flat in the vicinity of the airfield but starts to rise 15 NM East,
slowly at first, but at 40 NM more rapidly to form a mountain range with peaks to nearly 8300
feet. AMSL. The airfield is surrounded by trees up to 80 feet AGL.
6.4.27.5 Weather
The temperature varies little throughout the year staying mainly between 24C and 30C.
Poor flying conditions come mainly from thunderstorms and heavy rain.
December to Mid April: Occasional fog at dawn, soon clearing. Overcast by mid afternoon,
clearing early evening.
Mid April to June: Heavy cloud develops before dawn lasting all day with heavy rain and
frequent thunderstorms.
June to September: Generally fine with broken Cu. Very occasional squalls with heavy rain
only lasting a short time.
October to November: Rain squalls more frequent and more persistent. Thunderstorms,
especially in the evening.
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a) Arrival Procedures:
Caution: Apart from high terrain to Northeast and East of the airfield, there are a
number of small hills within 20 NM Northeast of airfield.
b) Departure Procedures:
Note: All Flight deck crew members operating out of Colombo should report to
Dispatch at the airport terminal in Colombo to obtain flight documentation
before proceeding to the boarding gate.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
VOBL 9
ILS/ILS 09/27 4000 MAX MAX MAX MAX MAX
Bangalore
VOCI 8*
VOR/ILS 09/27 3400 340/336 MAX/367 MAX MAX MAX
Cochin
VOMM 9
ILS/ILS 07/25 3658 MAX MAX MAX MAX MAX
Chennai
VOTV 8
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NIL
Caution: Be aware that the new airfield is located 25 NM Southeast of the old airport
(Subang - WMSA).
6.4.28.4 Terrain
The airport is located 45 kilometres Southeast of the city with an elevation of 70 feet. A range
of mountains runs from Northwest to Southeast, located on the Northern side of the airfield
and parallel to runway. The airport is surrounded by swamps to the South and bush land to
the North. The Royal Malaysian Airforce Aerodrome at Simpang is located 20 NM to the
North of the airfield. ATC approach and area control share a joint civil/military facility at the
old airport.
6.4.28.6 Weather
The ITCZ crosses the area towards the North from March to May and recrosses it towards
the South from October to November. As a consequence, the rains are heavier during those
periods. During the Southwest monsoon from June to September, the Malacca straits are
noted for strong squalls with violent storms and rain.
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Note: A succeeding aircraft may be cleared to land before the preceeding landing or
take-off aircraft has cleared the runway.
When the aircraft is ready , Lumpur Tower will issue a heading together with the take-off
clearance.
No initial climb altitude or the departure frequency during take-off clearance will be issued by
Lumpur Tower.
Climb to initial altitude of 6000ft.
Contact Lumpur Approach before passing 2000ft on the following frequencies
124.20 mhz if departing from RWY 32R/32L or 119.45mhz if departing from runway
14R/14L.
on the first contact with Approach after airborne, advise the SID identifier or
assigned heading, the last level vacated to the nearest 100ft and the assigned
altitude.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
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6.4.29.3 Terrain
The airport is located 8 NM South of Kuwait city with an elevation of 206 feet.
The most significant obstacle is a communications tower North of the airfield at 10 NM. The
height of the tower is 1351 feet. The MSA is 3000 feet in all sectors to 25 NM.
6.4.29.5 Weather
Kuwait is a desert country with little annual rainfall. Most rain falls between November to
March but there are few rainy days. Temperatures in winter are mild, summers consistently
hot and only on the coast the temperature is little lower although the humidity here is higher.
The temperature in summer is the biggest factor. On occasions the temperature may exceed
50C. Sand storms are possible and may reduce visibility, and in the winter early morning
mist is likely due to the proximity of the sea.
During the winter months troughs bring some rain with occasional reduced ceiling;
embedded Cu/CB a possibility. Early morning fog occurs during winter.
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Caution: Parallel highway lighted by night 0.2 NM East of Runway centreline may be
mistaken for Runway.
NIL
Note: Advise ATC upon start up if final level differs to Original Flight Plan.
ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Riyadh -
ILS/ILS 15R/33L 4205 MAX MAX MAX MAX MAX
King Khalid
OTBD 9
ILS/ILS 16/34 3822 MAX MAX MAX MAX MAX
Doha
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Warning: The Pakistani/Indian border is located within 10 NM to the East of the airfield.
Pilots should avoid manoeuvring in this area.
6.4.30.3 Terrain
The airport is located South East of the city of Lahore with an elevation of 712 feet.
6.4.30.5 Weather
December to February: Fog conditions can occur but usually cleared by 11:00 AM local.
July to September: Monsoon season, moving from the East, with rain and thunderstorms.
Meteorological forecast are reliable.
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a) Arrival Procedures:
Warning: The tower control does not have full visual coverage of the runway
(especially Runway 18L threshold).
Walton Aerodrome is in close proximity, local training flights by light aircraft and gliders
during the day. All A/C arriving at Lahore to maintain 2500 feet (QNH) until cleared for fur-
ther descent by ATC.
b) Departure Procedures:
NIL
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Karachi (Note) NON/ILS 07R/25L 3400 MAX MAX MAX MAX MAX
OPPS 9
VOR/VOR 17/35 2743 223 223 223 MAX MAX
Peshawar
(Note1)
OPRN 9
Note 1: B777 / A346 - Only Taxiway A authorized for taxi-in/out from Apron.
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6.4.31.3 Terrain
Lapu-Lapu is a joint Civil and Military airport with large number of military traffic. The airport
lies close to the shore on the small island of Mactan with an elevation of 31 feet. The larger
Island of Cebu is across the road bridge linking the two.
On the island of lapu-lapu the terrain rises sharply to 4300 feet (MSA) within 15 NM of the
airport.
Air Traffic control is good, english is widely spoken. The airport has busy periods with large
aircraft. All the arrival procedures are flown over the sea.
Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT.
6.4.31.5 Weather
The Climate is typically tropical all year with relative high humidity and abundant rainfall.
There are three pronounced seasons, rainy from June to October, cool to dry from
November to February and hot and dry from March to May. The coolest month is January,
the hottest month is April to May.
The proximity of the sea and inland wet areas cause mist and fog, especially during the
monsoon season.
Large TS build orographically and may sit over the hills in close proximity to the airport.
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NIL
NIL
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Angeles City ILS/ILS 02R/20L 3200 315/312 MAX MAX MAX MAX
RPLL 9
ILS/ILS 06/24 3410 MAX MAX MAX MAX MAX
Manila
RPMD 9
ILS/ILS 05/23 3000 333/330 MAX MAX MAX MAX
Davao
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Caution: For A340-600 restricted areas on the apron refer to Jeppesen Charts and/or
Company Documentation.
Note: Runway 08L/26R is a non-instrument runway and will only be used when
Runway 08R/26L is temporarily non-operational. A change from one parallel
runway to the other will result in airfield closure for 15 minutes. During any
runway change PAPI indications are advisory for around 15 minutes following the
change and should be used with caution.
6.4.32.3 Terrain
The airfield is located to the South of London and is surrounded by several noise sensitive
communities with an elevation of 196 feet.
Terrain is not a significant consideration however there is an East/West ridge line just to the
North which includes the highest natural feature in Southern England.
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6.4.32.5 Weather
The airfield was constructed in a river basin and can suffer from morning fog from autumn
through to the beginning of spring. Snow is an infrequent event during winter although when it
does occur traffic flow rates reduce substantially due to inadequate ground facilities.
Warning: Taxiway J might be mistaken when Runway 08L/26R has been in use at
night with almost catastrophic consequences. If this runway is in use the
adjacent parallel runway will not have any runways lights ON.
Caution: Radar tracking and noise monitoring is in progress. All departure tracks must
be adhered to. The Noise preferential routing NPR prescribe the horizontal
flight path only. The procedure below will govern the vertical flight path for
NPR routings.
FMGC set-up for SIDs with more than 30 degrees initial turn :
A pre-selected speed of 185 kts shall be inserted in FMGC Performance Climb Page.
Thrust Reduction Altitude shall be 1000 feet AAL.
All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL).
Operational : At acceleration altitude and passing F speed retract the Flaps to
CONF1 and fly the pre-selected speed (185 kts). This configuration shall be main-
tained for the initial turn. Once the initial turn is completed accelerate and clean up on
schedule.
FMGC set-up for SIDs with less than 30 degrees initial turn :
Thrust Reduction Altitude shall be 1000 feet AAL.
All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No pre-
selected speeds.
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Note: Pre-selecting a speed of 185 kts in the FMGC Climb Page will affect the fuel
prediction since the entire climb calculation will be based on 185 kts. The
difference in calculated fuel (OFP) and predicted fuel (FMGC) could be up to
900 kg. This effect should not mislead you to carry extra fuel.
The all Engine Acceleration Altitude is not 3000 feet or higher, since the
SIDs out of UK airports are NPRs and not standard ICAO noise abatements.
Time and location(s) of incident, including cabin position and seat number(s).
Whether or not the incident took place after the aircraft became airborne.
Precise nature of the incident, including any injuries sustained.
Action taken by staff to deal with incident i.e. passengers moved, person restrained,
first-aid administered ... etc.
Are any of those persons involved known to you? If so, in what capacity?
Any threatening, abusive or insulting language used. Give the exact words used.
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Drinks
Containerized foodstuffs
Cosmetics / Toiletries
3) Container (s) must be placed in a transparent resealable bag no larger than (8x8);
4) Bag MUST be closed when presented at screening and all items must fit comfortably
within it.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
EGBB 9
ILS/ILS 15/33 2279 MAX XXX/361 MAX MAX MAX
Birmingham
Manchester
(Note 1) ILS/VOR 05R/23L 2864 300/297 MAX MAX MAX MAX
EGSS 8
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Caution: For A340-600 restricted areas on the apron refer to Jeppesen Charts and/or
Company Documentation.
Note: A330 - Taxiway Sierra, between SY6 and Taxiway Z - Not authorized.
Note: Due to high density of Air Traffic extra vigilance is needed when operating in to
and out of London.
Note: Taxi clearance to and from aircraft stands should be followed precisely.
6.4.33.3 Terrain
The airport is located in a populated area just to the West of the center of London with an
elevation of 80 feet. The airspace is very congested as there are numerous military and
civilian airfields in close proximity.
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6.4.33.5 Weather
June to September: Generally fair weather.
September to November: Steadily increasing amount of rain and low cloud with an
increasing amount of rain and low cloud with an increasing risk of fog when there is no wind.
December to March: Cold grey and damp. Early morning fog is common when there is no
wind associated with anticyclonic conditions. During December and January in particular it
can last all day. By March the risk of fog is small. Snow brings chaos but is an infrequent
occurrence. With late departures frost may form on the aircraft.
April to May: Slowly improving weather but very changeable.
6.4.33.6 Arrival Procedures
Preferred landing runways are 27L or 27R, providing they are dry and the tailwind is less
than 5 knots, with final selection being made by a noise abatement computer. If runway
09R is in use, landings are usually made on 09L.
Aircraft will be expected to conform to a Low power, Low drag procedure and speed con-
trol will be applied to facilitate this technique. The Airbus ILS decelerated approach
accords with this, however expect a requirement to maintain 160 knots to the Outer
Marker.
Warning: The possibility of building induced turbulence and large windshear effects
may occur when landing on Runway 27R in strong Southerly/South westerly
winds.
Note: At night, taxi instructions will normally be given to follow the greens to
assigned Stand ##. Unlike other locations where the lights may lead the
aircraft directly into the stand, the lighting configuration normally leads past
the stand which has in the past, resulted in aircraft overshooting their
assigned parking position.
SIDs : All aircraft are expected to maintain 250kts below FL 100. Pilots are requested not
to ask the controller for the removal of the departure speed restriction unless there are
overriding safety reasons or the aircraft configuration requires it.
During its hours of operation, Heathrow Delivery is responsible for clearance delivery and
start approval as a separate function from Ground Movement Control. Pilots are warned
that start approval applies only to those engines required to be started on the stand. Sep-
arate approval for pushback must be obtained from Ground Movement Control.
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Note: Be aware of the correct pushback procedures, engine start should not be
commenced until aircraft has been pulled forward from the blast fence. Engine
start prior to correct positioning could result in the injury to the guide man.
Caution: Radar tracking and noise monitoring is in progress. All departure tracks must
be adhered to. The Noise preferential routing NPR prescribe the horizontal
flight path only. The procedure below will govern the vertical flight path for
NPR routings.
FMGC set-up for SIDs with more than 30 degrees initial turn :
A pre-selected speed of 185 kts shall be inserted in FMGC Performance Climb Page.
All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL).
FMGC set-up for SIDs with less than 30 degrees initial turn :
All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No pre-
selected speeds.
Note: Pre-selecting a speed of 185 kts in the FMGC Climb Page will affect the fuel
prediction since the entire climb calculation will be based on 185 kts. The
difference in calculated fuel (OFP) and predicted fuel (FMGC) could be up to
900 kg. This effect should not mislead you to carry extra fuel.
The all Engine Acceleration Altitude is not 3000 feet or higher, since the
SIDs out of UK airports are NPRs and not standard ICAO noise abatements.
The Memorandum of Understanding (MoU) signed between Qatar Airways and the Met-
ropolitan Police London refers that when an offence or incident requiring police assis-
tance takes place on-board the flight to London, the Captain will inform the agent of the
precise nature of the incident and the following information :
Time and location(s) of incident, including cabin position and seat number(s).
Whether or not the incident took place after the aircraft became airborne.
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Action taken by staff to deal with incident i.e. passengers moved, person restrained, first-
aid administered ... etc.
At what distance?
Was your view obscured in any way?
Are any of those persons involved known to you? If so, in what capacity?
Any threatening, abusive or insulting language used. Give the exact words used.
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Drinks
Containerized foodstuffs
Cosmetics / Toiletries
3) Container (s) must be placed in a transparent resealable bag no larger than (8x8);
4) Bag MUST be closed when presented at screening and all items must fit comfortably
within it.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
EGBB 9
ILS/ILS 15/33 2279 MAX XXX/361 MAX MAX MAX
Birmingham
Manchester
ILS/VOR 05R/23L 2864 300/297 MAX MAX MAX MAX
(Note 2)
London -
Gatwick ILS/ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX
(Note 1)
EGSS 8
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ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
ELLX 9
ILS / ILS 06/24 4000 362/MAX MAX MAX MAX
Luxembourg
Note: Textual data, ie emergency, ATC etc for Luxembourg, can be found under
Belgium & Luxembourg in the applicable section within Jeppesen text booklets.
6.4.34.3 Terrain
Luxembourg airport, elevation 1234ft MSL, is located 3.5nm East of Luxembourg City. Terrain
located North and South of the airport, which is mostly gentle rolling hills.
ATC standard is good. Radar vectoring is used. Low Visibility Procedures (LVP), refer to
Jeppesen chart 10-9B.
6.4.34.5 Weather
Luxembourg is influenced by two weather flow patterns, modified maritime flow from the West
and continental flow from the East.
September to February: Radiation fog is most common during late autumn. Little
improvement from early morning to mid-afternoon is generally observed. Low ceiling and
visibilities is attributed to fog, snow and low clouds during winter months. Snowfalls are
generally light during winter.
Summer: Temperatures range from 18 to 25. Fog may occur during early morning, but
generally dissipates by 9-10am. Thunderstorms may occur in late afternoon.
Prevailing wind is Southwesterly with Easterly winds common during early summer period.
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a) Arrival Procedures:
STARs published. Expect radar vectoring with speed limitations within 25nm of LUX
VOR. Within 15nm of LUX VOR, do not exceed IAS 220kts.
c) Departure Procedures:
Starting procedures - Ensure aircraft is ready for departure after receipt of ATC clear-
ance. Average taxi time is 15 minutes.
All SIDs are minimum noise routing and must be flown accurately. Noise abatement pro-
cedure, see Jeppesen chart 10-4 for details.
d) Crew Information:
Freq:131.8MHZ
Crew Transport:
Proceed to special crew counter at terminal for check-in. Contact LG cargo on EXT 6060.
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ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Frankfurt Main ILS / ILS 07R/25L 4000 MAX MAX MAX MAX
Cologne - Bonn ILS / ILS 14L/32R 3815 MAX MAX MAX MAX
EDDS 10
ILS / ILS 07/25 3045 MAX/379 MAX MAX MAX
Stuttgart
EDFH 9
ILS / ILS 03/21 2745 MAX/375 MAX MAX MAX
Frankfurt-Hahn
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Caution: Taxi with caution on the ramp as chocks and other objects are often left lying
around.
6.4.35.3 Terrain
The airfield is 3.5 NM Southeast of Luxor and 5 NM East of the River Nile with an elevation of
294 feet. Cairo is 270 NM to the North. The terrain West of the Nile rises abruptly, reaching
1700 feet AMSL 3 NM beyond the river. (The Valley of the Kings extends westwards from the
Nile in this region). To the South and Southeast of the airfield are hills reaching 1000 feet
AMSL by 5 NM South and just under 2000 feet AMSL by 7 NM South.
6.4.35.5 Weather
May to September: Hot and dry; temperatures reaching 40 to 45C. Fog and low stratus in
the Nile valley around dawn with winds light and variable.
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a) Arrival Procedures:
Caution: Do not mistake parallel Taxiway A for Runway 02/20 specially during Low
Visibility.
Note: The new bays west of taxiway 'K' could be allocated for parking.
b) Departure Procedures:
Slot time may be allocated and slot time should be met within 30 minutes.
Operating crews who have crew rest in Luxor must handover their passports to immigra-
tion officer upon entering Luxor.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
HEBA 8
HEGN 9
CIR/ILS 16/34 3700 325/322 MAX/343 MAX MAX MAX
Hurghada
Sharm El
VOR/NON 04R/22L 3081 MAX MAX/361 MAX MAX MAX
Sheikh
HESN 9
VOR/ILS 17/35 3402 340/336 MAX/342 MAX MAX MAX
Aswan
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Caution: A346 and B777, 1800 turn to be done with caution at Runway ends.
6.4.36.3 Terrain
6.4.36.5 Weather
The Indian monsoon may affect this region, but generally the conditions are clear outside of
cloud with scattered small fair weather Cu. TS are more likely to invade the area during the
monsoon season.
Typical tropical island weather. Thunderstorms and showers are frequent occurrence
however they generally pass quickly. Due to runways orientation, a crosswind is usually
always experienced.
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Caution: A shipping lane crosses the final approach track of Runway 36 around 1 to 2
NM from touchdown with the maximum mast height of vessels 60 metres.
Landing at Male will require a 180 turn at either end of the runway
NIL
NIL
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Katunayake
VOCI 8*
VOR/ILS 09/27 3400 340/336 MAX MAX MAX MAX
Cochin
VOMM** 9
ILS / ILS 07/25 3658 MAX MAX MAX MAX MAX
Chennai
VOTV 8
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ILS / ILS 05L/23R 2588 339 / 337 MAX MAX MAX MAX
9
ILS / VOR 05R/23L 2864 300 / 297 MAX MAX MAX MAX
Note: The hard shoulders outboard of the runway side stripes have only 25% of the
runways bearing strength and should not be used by aircraft during turning on
the runway or when backtracking.
6.4.37.3 Terrain
The airfield is located 7 NM to the South of the city centre and is extremely noise sensitive
with an elevation of 257 feet. There is a line of hills 10 NM to the East running from North to
South and hills to the North of the City; both of which contribute to the 3500 feet MSA. The
terrain to the east influence Runway 06L departures.
Buildings on final approach to runway 23L and 23R are most significant obstacles. The city
lies North with several high man made structures.
Do not anticipate being required to remain in a holding pattern longer than 20 minutes
before commencing an approach.
When delay greater than 20 minutes
Note: The term Fuel emergency has no status in ATC phraseology. Radio call prefixed
with MAYDAY for distress or PAN for urgency will ensure priority handling.
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6.4.37.5 Weather
The weather is typical for the UK, Low Cloud, mist and fog during Autumn and Spring.
Occasional Snow in winter, especially in January. Winds are generally down the runway, and
in any case turbulence from the surrounding area is not a factor.
Gusty winds are common in Autumn and Spring, given the topography of the hills to the East
and further the hills to the North, turbulence and convective clouds should be anticipated,
closer on approach the buildings of Stockport cause much turbulence on short finals.
The winds are likely to shift markedly during the final stages of approach.
Warning: Flocks of up to 100 racing pigeons may be encountered flying across the
airfield below 100 ft during the racing season, April - September.
Warning: Pilots are warned when landing on Runway 23R in strong North westerly
winds of the possibility of turbulence and large windshear effects.
Warning: During the ILS DME CAT 1 and CAT 3 approach on Runway 05L, RA
fluctuations may occur due to Bollin Valley.
Caution: High visibility bright lights from golf driving range 1500 m / 0.8 NM left of
threshold Runway 23R.
Caution: Low Visibility Procedure (LVP) due to an RVR less than 600m :
Vacating Runway 23R the only two illuminated exits are Link A and BD.
This information is broadcasted on Arrival ATIS as well. Disregard
incorrect information provided on Jeppesen chart 10-1 P1. Crew are
urged to be vigilant when receiving this information and listen carefully to
ATIS for any changes to the available taxiways.
Caution: In addition to the GPWS risks contained in the Jeppesen Aircraft given
extended routings whilst radar vectored for Runway 23L/R. Crew should
note that there is a large Television Mast (2490 feet AMSL) at approximately
20 NM on the extended centreline. This will create a GPWS alert if it is
overflown within the GPWS envelope.
There is a pronounced hump evident when landing on Runway 23L. Runway 23R has a
strange profile, the first 1500 m is marginally uphill, there is a marked down slope thereaf-
ter which reduces towards the 05L threshold.
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From the point of view of landing, if a touch down is not made before the start of the
downslope, it is possible to chase the slope in an attempt to make a smooth touchdown.
Expect the radio altimeters to show large height fluctuations when approaching to land on
Runway 05L due to irregular terrain off the end of the runway.
Nil
Radar Tracking and noise monitoring is in progress, all departures track must be adhered to.
Caution: Radar tracking and noise monitoring is in progress. All departure tracks must
be adhered to. The Noise preferential routing NPR prescribe the horizontal
flight path only. The procedure below will govern the vertical flight path for
NPR routings.
FMGC set-up for SIDs with more than 30 degrees initial turn :
A pre-selected speed of 185 kts shall be inserted in FMGC Performance Climb Page.
All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL).
FMGC set-up for SIDs with less than 30 degrees initial turn :
All Engine Acceleration Altitude shall be as per the LPC (not 3000 AGL). No pre-
selected speeds.
Note: Pre-selecting a speed of 185 kts in the FMGC Climb Page will affect the fuel
prediction since the entire climb calculation will be based on 185 kts. The
difference in calculated fuel (OFP) and predicted fuel (FMGC) could be up to
900 kg. This effect should not mislead you to carry extra fuel.
The all Engine Acceleration Altitude is not 3000 feet or higher, since the
SIDs out of UK airports are NPRs and not standard ICAO noise abatements.
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Drinks
Containerized foodstuffs
Cosmetics / Toiletries
3) Container (s) must be placed in a transparent resealable bag no larger than (8x8);
4) Bag MUST be closed when presented at screening and all items must fit comfortably
within it.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
EGBB 9
ILS/ILS 15/33 2279 MAX XXX/361 MAX MAX MAX
Birmingham
London
ILS/ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX
Gatwick
EGPF 8
ILS/ILS 05/23 2353 313/308 XXX/362 MAX N/A N/A
Glasgow
EGSS 8
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Caution: Taxiways reported to be slippery when wet. Exercise extreme caution when
taxiing under wet conditions.
Note: The people and livestock crossing the runways and taxiways. Fencing and
improved security are supposed to have reduced this risk however a good
lookout is recommended.
Note: Taxi lines are very hard to see after heavy rain.
6.4.38.3 Terrain
The airport is situated at the Southern end of Manila Bay with an elevation of 75 feet. The
immediate area around the airfield is flat but high ground starts to rise only 15 NM to the East
and has a MSA of 7000 feet. This high ground causes restriction on the amount of airspace
available for radar vectors onto final approach for Runway 24. Sangley Point AFB is on a
peninsula 4 NM to the Southwest.
Aircraft delayed by more than 30mins, the flight plan must be modified to show revised EOBT.
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6.4.38.5 Weather
The airfield lies close to the coast (Western side), therefore mist and fog is likely especially in
the early mornings and early evening.
During the summer, intense heating warms the land creating thermal activity, given the
presence of the sea which provides moisture for CB and TS activity it is common to find large
TS. Heavy rain may preclude landing, but is normally short lived.
For most of the year the weather and visibility is excellent, cloud bases tend towards 3000
feet giving good conditions underneath. Stratiform cloud is not usual.
Turbulence is likely over the high ground and generally around the airport in clear conditions.
Warning: GPWS activations have occurred at Manila. Pilots should ensure all radar
vectoring is strictly in accordance with the Manila Minimum Vector Altitude
chart.
The main landing runway is 06/24 and is uneven, and has a marked downhill slope to the
Southwest.
Caution: Simultaneous runway operations may be in use and extra caution should be
used before crossing Runway 13/31.
Note : Refer to customized Jeppesen Chart for taxiway restrictions and Jeppesen
Charts 10-9F to 10-9K for parking procedures.
If routing via Airway L628, after ATC clearance received, ensure push back is com-
menced within 5 minutes or ATC clearance will be cancelled.
Runway 06/24: ICAO A noise abatement procedure in use for all aircraft types.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Angeles City ILS/ILS 02R/20L 3200 315/312 MAX MAX MAX MAX
RPMD 9
ILS/ILS 05/23 3000 333/330 MAX MAX MAX MAX
Davao
RPVM 9
ILS/ILS 04/22 3330 MAX MAX MAX MAX MAX
Lapu-Lapu
* Note : Contact Cathay Dispatch at VHF 131.6 for diversion into HKG.
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6.4.39.3 Terrain
Malpensa is the biggest airport of the Milano airport system, which also includes Linate and
Bergamo. It is located 50 km Northwest of Milano city, that is linked with highway and railway.
The airport is located on the foot of Alps with an elevation of 767 feet. On the North side there
are some obstacles which affect performance, both natural and artificial. On the western side
there is a natural part, whilst on the East the helicopter manufacturer Augusta is based.
ATC will expect runway 35R to be used in cases of emergency or in the case of radio a
failure, unless other wise advised by ATC or published NOTAM.
6.4.39.5 Weather
June to September: Generally warm and fine, with possible thunderstorms.
September to November: Generally fine, with likely hood of fog starting from November.
During periods of fog there are many uncommanded runway incursions, so be aware.
December to March: Persistent fog throughout the whole day can occur; heavy snowfalls
can be expected.
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a) Arrival Procedures:
Normally runways in use are 35L and 35R; runways 17L and 17R are used only excep-
tionally in case of strong Southerly winds. Heavy aircraft will use 35L for landing, except
for Air Traffic congestion, operational limitations on ground or meteorological condition.
Caution: Southwest of the airfield there is the controlled military airport Cameri; the
Eastern boundary of Cameri ATZ is parallel to the localizer path of the
runways 35L and 35R.
Caution: Outside the airport in front of Terminal 1, there is a short grass runway, now
used for ultra light sport activities (formerly the airfield of the manufacturer
Caproni - Vizzola).
Note: There are many smaller operators and much private traffic in the area, flight
crew shall be vigilant in utilizing all available means including a good lookout
for visual collision.
b) Departure Procedures:
Caution: All runways have SIDs that share a common portion before deviating LEFT
or RIGHT to the same beacon for transition to enroute structure. ATC has
reported incidents where the incorrect SIDs has been flown, i.e. LEFT
TURN instead of a RIGHT TURN was initiated. Crew are reminded of the
following:
Note: As per Milan Malpensa Airport, passenger cannot board during Aircraft
refuelling unless Fire Brigade is called at a Cost.
The policy at Milan airport is to board passengers after refuelling, therefore all pilots are
requested to pass the required fuel to engineer as soon as possible. The Station will fuel
the aircraft to the minimum Flight Plan fuel before arrival of crew to the aircraft, but even
few hundred kgs of fuel will take time and will delay the boarding.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
LIMF 9
CIR/ILS 18/36 2575 MAX MAX MAX MAX MAX
Torino
LIMJ 8
CIR/ILS 11/29 2765 MAX MAX MAX MAX MAX
Genoa
LIML 8
VOR/ILS 18L/36R 2440 317/311 MAX/372 MAX MAX MAX
Milan - Linate
LIPQ 8
CIR/ILS 09/27 2800 MAX MAX MAX MAX MAX
Trieste
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Caution: Runway 08L/26R, 08R/26L - DME does not read ZERO at threshold due DME/
ILS not being co-located.
Note: Taxing aircraft should not deviate from centerline markings and lighting, except
when advised by the control unit.
6.4.40.3 Terrain
The airport is located 16 NM North East from the city centre with an elevation of 1487 feet.
Munich airport is centrally located in hilly lowlands with an average elevation of around 1500
feet MSL. This large basin is surrounded by hill ridges with elevations ranging between 2000
feet MSL and 5000 feet MSL to the north, east and west. The Alps, with elevations exceeding
10,000 feet MSL form the Southern boundary of this area.
6.4.40.5 Weather
The airport features typical mid-latitude weather patterns for most of the year. Variable
weather predominates, caused by low-pressure areas and their associated systems.
June to September: Generally warm and fine, with a chance of thunderstorms during this
period.
September to November: Weather still generally fine with the probability of fog as the
season progresses, along with passing weather systems bringing rain.
December to March: When the associated warm air is located above a shallow layer of
moist and cold air, fog or low stratus clouds can persist for weeks. Fog and snow is common
throughout this period.
September until April: Fog is a common and will form throughout the night time hours and
often cause CAT 3 conditions at sunrise, persisting late morning. As the fog layer may extend
up to 1500 feet AGL, dissipation during the short day light period in winter is uncommon, but
often conditions improve to CAT 1 after around 1100 local time.
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a) Arrival Procedures:
Noise Abatement procedures as per the following: Leave the initial approach fix at 210kts
+ 10kts, maintain until 12 NM from touchdown. Reduce speed to 160 kts 10 kts using
an intermediate flap setting with landing gear up. Intercept glide path at not lower than
3000 feet AAL. Lower landing gear, set flaps for landing and establish final approach
speed shortly before or over Outer Marker.
b) Departure Procedures:
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
EDDN 8
ILS/ILS 10/28 2700 MAX MAX MAX MAX MAX
Nurnberg
EDDS 10
ILS/ILS 07/25 3045 302/300 MAX MAX MAX MAX
Stuttgart
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Caution: Large solitary predatory birds (eagles, vultures ... etc) present a hazard at vicinity
of the airport.
6.4.41.3 Terrain
The airport is located on the coast 17 NM west of Muscat with an elevation of 48 feet. There
is high terrain up to 8180 feet to the South of the extended runway centrelines which push the
25 NM sector MSA up to 9000 feet.
6.4.41.5 Weather
The weather depends on the direction of the wind, for the most part the visibility is good with
cloudless skies. When the wind comes from the South East during winter months mist will
form.
The rainy season on the South coast is between June to September whilst in the mountains
and lowlands of the North rain may fall during any month. Generally rainfall is greater in the
Northern mountains than the rest of the country. On the coast temperatures and humidity are
high during the year but especially between May to September when it is at its hottest.
Inland temperatures are even higher although more bearable by lower humidity
Dust Haze during the summer months with July the worst month; dust storms a possibility.
Winds mainly Southeasterly during summer and Northwesterly during winter. Thunderstorms
more frequent over the mountains to the West than over the airfield.
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a) Arrival Procedures:
b) Departure Procedures:
NIL
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Abu Dhabi ILS/ILS 13L/31R 4100 MAX MAX MAX MAX MAX
OMAL 9
ILS/VOR 01/19 4000 MAX MAX/366 MAX MAX MAX
Al Ain
OTBD 9
ILS/ILS 16/34 3822 MAX MAX MAX MAX MAX
Doha
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NIL
Caution: Birds (Eagles) are of a major hazard during arrivals and departures.
Note: After landing on runway 32, expect to backtrack and exit via A or B1.
6.4.42.4 Terrain
The airport is located 8km Southwest of the city. No significant terrain located in vicinity of the
airport. Two noticeable man-made obstacles: 6nm Northeast, 1775ft and 10nm Southwest,
1686ft.
Airspace Class D.
Traffic avoidance advice not available. VFR flights receive traffic information about all
other flights.
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6.4.42.6 Weather
The climate of Nagpur follows a typical seasonal weather pattern.
July to September : The southwestenly monsoon occurs during this period. Thunderstorm
activity peaks during night hours.
Post monsoons, average temperature 27C, but during winter may drop as low as 10C.
Early morning fog during winter is not uncommon usually clearing by 9am local time.
Destination Alternates - BOM, DEL and AMD are generally affected by poor visibility during
the early morning period.
No STARs published, expect radar vectors for the ILS 32 or VORDME 14 when radar service
available.
Nil
Due short taxi time to RWY 32, safety demo should be commenced upon door closure.
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ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
Location 320 / 1
VAAH 9
VOR / ILS 05/23 3505 MAX
Ahmedabad
VOBL 9
ILS / ILS 09/27 4000 MAX
Bangalore
VOHS 10
ILS / ILS 09/27 4260 MAX
Hyderabad
VOMM 9
ILS / ILS 07/25 3658 MAX
Chennai
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Note: Numerous blue and green taxiway edge and centerline lights, coupled with
taxiway spacing, can be confusing, especially at night.
Note: Circling approach is not authorised in Japan, as it is not under PANS OPS
criteria.
6.4.43.3 Terrain
Terrain of 3058 feet, 20 NM North of the airport. Generally rising terrain East to South of the
airport. Terrain with spot heights of up to 3691 feet 15 NM East of the airport. MSA extending
to 6600 feet in the East to South quadrant.
The standard of ATC is average. English at times is barely adequate requiring terminology to
be kept simple.
ATC will tend to use Names for NAVAIDS rather than identifiers. Expect track shortening from
ATC enroute and during arrival.
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6.4.43.5 Weather
Japan has a wet summer (the highest rainfall in June) and dry winter.
November to March: At times outbreaks of cold polar air meets warm maritime air, and
forms active fronts. Extra tropical cyclones may develop along these fronts and may pass
over or near Southeastern Japan, interrupting the normal clear winter flying weather.
April to May: Southerly winds may bring moist, tropical air into the region and on occasions
will meet with polar air from the continent causing vigorous cyclonic activity along the
Southeast coast of Japan.
June to August: The summer monsoon establishes, generally with maritime tropical air. If
the exceptionally moist equatorial air invades, instability exists to a great height. Stagnating
cyclones from the West may discharge continuous rainfall for days before moving out to sea.
By late July maritime tropical air covers the entire region and haze increases, with August
being the worst month. Thunderstorms are frequent in late summer.
September to October: Typhoon activity is at the maximum - outside of these phenomena,
the weather is usually good.
6.4.43.6 Additional Information
a) Arrival Procedures:
Requirement to cross KOBOK at FL 170 applies to arrival for both runways. Arrivals for
Runway 24L/R occasionally require flight at 3000 feet or less for some distance due to
departures from Osaka International Airport (RJOO) 24 NM North-Northeast. Conditions
permitting, aircraft may be vectored after passing AWAJI (AJE) VOR to a downwind posi-
tion in anticipation of a visual approach to Runway 24L/R.
b) Departure Procedures:
NIL
Each crew member is required to fill in an individual Shore pass / Landing permit form
and ensure that the required details are filled, before undergoing arrival immigration
clearance.
The immigration officer will stamp the form and return to the crew member, which must
be kept at all times when travelling in Osaka. When departing KIX, each crew member
must return the Shore pass / Landing permit form for departure immigration clearance.
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Metric Flight Level (FL) and Feet (ft) Conversion above Transition Altitude
TRUE TRACK
WEST EAST
180 - 359 0 - 179
Meter Feet Meter Feet
13100 43000 12500 41100
12200 40100 11900 39100
11600 38100 11300 37100
11000 36100 10700 35100
10400 34100 10100 33100
9800 32100 9500 31100
9200 30100 8900 29100
8400 27600 8100 26600
7800 25600 7500 24600
7200 23600 6900 22600
6600 21700 6300 20700
6000 19700 5700 18700
5400 17700 5100 16700
4800 15700 4500 14800
4200 13800 3900 12800
3600 11800 3300 10800
3000 9800 2700 8900
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
QNH
Meter Feet
3300 10800
3000 9800
2700 8900
2400 7900
2100 6900
1800 5900
1500 4900
1200 3900
900 3000
600 2000
550 1800
Note: Feet values are rounded to nearest 100 for the purpose of FCU altitude setting.
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6.4.43.7 Miscellaneous
a) Security
Foreign crew members entering into Japan will be subjected to fingerprints and facial photo
by immigration.
Upon arrival, present your passport and completed immigration form for the necessary
formalities.
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Tokyo - Nar-
ILS/ILS 16L/34R 2180 MAX MAX MAX MAX MAX
ita
RJGG 9
ILS/ILS 18/36 3500 MAX MAX MAX MAX MAX
Nagoya
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ILS / ILS 08R/26L 2700 273 / 270 MAX / 341 MAX MAX MAX
9
ILS / ILS 09L/27R 2700 344 / 341 MAX MAX MAX MAX
To operate during night curfew, prior approval required from Airport Authority.
Published Night Curfew time in local Time
Caution: Due to runway incursions occurrences since the twin parallel runway 09/27
setting up, pilots operating to and from CDG are reminded to reinforce their
vigilance.
Caution: For A346/B777 restricted areas on the apron refer to Jeppesen Charts and/or
Company Documentation.
6.4.44.4 Terrain
The airport is located to the Northeast of Paris and is sometimes referred as ROISSY by
ATC.
The airport has four wide spaced parallel runways allowing simultaneous arrivals and
departures. The airport has an elevation of 392 feet.
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6.4.44.6 Weather
The airport area generally suffers from fog, mist, low stratus and icing conditions during the
Winter and can be below limits for long time.
a) Arrival Procedures:
The outer runways 08R/26L and 09L/27R are the preferred runways for arrivals. Both
runways are less than 9000 feet long.
Rushed Approaches do occur. Expect reduced track miles and delay in descent clear-
ance.
During simultaneous parallel approaches and triple parallel approaches, in conjunction
with Paris - Le Bourget, ATC request adherence to published profiles, in particular ILS
intercept altitudes.
b) Departure Procedures:
The inner runways 08L/26R and 09R/27L however, are the preferred runways for departures.
Simultaneous parallel departures are conducted on all runways. Adhere strictly to the
published initial climb.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Brussels (Note VOR/ILS 07L/25R 3338 MAX MAX MAX MAX MAX
2)
VOR/ILS 07R/25L 3089 MAX MAX MAX MAX MAX
London
ILS/ILS 08R/26L 2766 MAX/345 MAX MAX MAX MAX
Gatwick
EGSS 8
London - Stan- ILS/ILS 05/23 3048 317/315 XXX/MAX MAX MAX MAX
sted
Paris - Orly VOR/ILS 08/26 2885 315/312 MAX MAX MAX MAX
(Note 1)
ILS/CIR 02/20 2400 278/276 348/MAX MAX/231 MAX MAX
Note 3: LFPO* Arrivals - 06:20 to 23:29hrs LT; Departures - 06:00-23:19hrs LT. Outside
these hours airport is not available.
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Gates 13, 14,15 & 16 does not have stop-bar for A332/3, instead use
GATE STOP-BAR
13 B777-300
14 A300
15 A300
16 B747
6.4.45.3 Terrain
The airfield is situated 15 NM North of the city of Riyadh on a high flat plain with an elevation
of 2049 feet.
Radio communication failure - See special procedure, Jeppesen Text Manual, Emergency.
Saudi Arabia.
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6.4.45.5 Weather
Prevailing wind Northerly but Easterly winds frequent during the winter months.
a) Arrival Procedures:
NIL
b) Departure Procedures:
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
OTBD 9
ILS/ILS 16/34 3822 MAX MAX MAX MAX MAX
Doha
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Caution2: Runway 16L/34R: In case of contamination and/or heavy rain, take-off and
landing is not allowed.
6.4.46.3 Terrain
The airfield is located on the coast around 12 NM Southwest of Rome city with an elevation of
14 feet. Terrain is not a significant factor although there is high ground to the North and East
towards the extremities of the 25 NM MSA.
6.4.46.5 Weather
The climate in Rome is a mediterranean and generally pleasant; warm and sunny in spring
and autumn. November can bring rain to Rome and winters are generally mild, though cold
spells can occur.
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Caution: Wet Runway. After heavy rain showers, areas of standing water may exist,
particularly on Runway 16L. To avoid hydroplaning incidents, ATC (Tower)
should be asked for the latest runway surface conditions and braking action.
Caution: Aircraft Landing on Runway 16R may see traffic taking off from Runway 25
and crossing through the centre line of Runway 16R. Expect late landing
clearance.
Caution: Parking stand 622 is upslope. Apply adequate ground speed to enable
proper entry into stand.
b) Departure Procedures:
R/T for Push Back Procedures
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
Note: Doha bound flight might be payload limited due to performance restrictions.
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Warning: Extensive prohibited areas especially RK (P) - 518 about 11 NM North of airport
and RK (P) - 73 about 9 NM North of SEL VOR. Tracer warning will be fired at
aircraft encroaching the prohibited airspace.
6.4.47.3 Terrain
The airport is located approximately 27 NM West of City centre with an elevation of 23 feet.
High ground mostly to East, highest MSA 3800 feet at the North East quadrant. The MSA is
2100 feet to Southwest, 3300 feet to Southeast and 2600 feet to Northwest.
Beware of hills up to 820 feet directly South approximately 6 NM especially when executing
go-around from Runway 15L/R.
6.4.47.5 Weather
Early morning fog common in summer. Monsoon weather with maximum rainfall in July and
August with occasional thunderstorms.
Low clouds with poor visibility between 0600 to 0800 Local Time from September to
December.
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a) Arrival Procedures:
Caution: Pilot shall pay extra caution to vehicles while taxiing, as there are vehicle
road ways passing between Ramp P (Main Concourse) and Ramp R
(Remote Ramp for passenger) in A7 and A8 taxi lanes.
Caution: Taxiway C (between the 2 runways) is wider than normal and could easily be
mistaken as a runway, especially in periods of low visibility operations and
also when landing on runway 33R using K to cross Runway 33L.
b) Departure Procedures:
NIL
c) Entry Requirements:
Each crew members must carry their Crew Member Certificate (CMC) and valid passport
whenever flying to Seoul. All the crew members shall be listed on G/D. They shall also fill
the Land permit (Shore pass) before passing local immigration crew arrival booth, Like-
wise, all crew must pass the Immigration Departure with authorised landing permit with
Departure G/D.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
RKPC 9
ILS/ILS 06/24 3000 MAX MAX MAX MAX MAX
Jeju
Seoul
ILS/ILS 14R/32L 3200 MAX MAX MAX MAX MAX
Gimpo
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Caution: Bird activity around airport. Pilot are advised to exercise caution when
approaching/departing particularly below 3000ft.
Caution: Crew report - Poor English and communication standards from ground crew
during engine start.
6.4.48.4 Terrain
Airport located 17 km Northwest of Sialkot town. Generally flat terrain with man-made
obstacles in the vicinity.
Sialkot is a private civil aerodrome, mainly used for cargo operations. The airport lies within
Class C airspace, 15nm radius based on Sialkot VOR, vertical limits surface to FL80.
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6.4.48.6 Weather
Sialkot is hot and humid during the summer and cold during the winter. June and July are the
hottest months. The maximum temperature during winter may drop to -2C. September is
generally wettest month.
a) Arrival Procedures:
Expect Runway 04 for arrival. Due only one (1) Taxiway available for entry/exit from Apron,
this could result in arrival delay.
Weather Request - Request weather for Sialkot from Lahore control due slow co-
ordination between en-route/Sialkot Tower. Sialkot Tower is out of range before
commencing descent.
Expect clearance to fly LA (VOR) direct to SLT (VOR). Lahore control will generally
clear down to FL130 and instruct to contact Sialkot TWR for co-ordination. After
contact with Sialkot Tower, expect clearance to 6000ft until 15 DME to Sialkot, then to
Alt 3200ft DME ARC and ILS Runway 04.
b) Departure Procedures: :
SIDs published
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
OPRN 9
Islamabad CIR/ILS 12/30 2743 263/259 265/328 219/216 167/MAX MAX
(Note1)
OPPS 9
Note 2: B777 / A346 - Only Taxiway A authorized for taxi-in/out from Apron.
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Warning: The windshear warning systems in Singapore may not detect severe windshear
in the approach or departure areas of the airport and should not be relied upon
as the only means of indication of the presence of windshear.
6.4.49.3 Terrain
The airfield is mainly situated on reclaimed land on the coast at the Eastern end of the
Singapore Island, 20 kilometres Northeast of the city. The airport has an elevation of 22 feet.
There are several restricted areas close to the airport. Under VMC military aircraft are
permitted to cross the control zone over the Northern tip of Sinjon East bound at 500 feet by
day and night and Southern tip westbound at 1000 feet without reference to the tower. There
is no significant terrain at the Southern end of the Malay Peninsula.
Radio Communication failure procedure shown on SID/STAR charts refer to There after refer
to Singapore Special procedure on radio communication failure. Please refer to Jeppesen
Text book, Vol 2, section Emergency, Singapore, Communication Failure, which specifies
the procedures for ARRIVAL, and DEPARTURE.
1. Aircraft identification - Use the same format as in ICAO flight Plan, ie QTR001
2. Flight crew should select XPDR or equivalent according to specific installation. Ensure
the transponder is operating (i.e. OUT OF STAND-BY or OFF POSITION) and the
assigned mode A code is selected in accordance with following:
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1) Departing flight:
The assigned Mode A code is selected for pushback or Taxi, which ever is earlier.
ATC may require aircraft to cross waypoint ANITO at the earliest possible time and FL. Crews
are to coordinate with ATC if the desired FL cannot be achieved after take-off.
2) Arriving Flight
6.4.49.5 Weather
Singapore is only 80 NM North of the equator and tropical conditions prevail throughout the
year giving rise to heavy rain showers and frequent thunderstorms. The Southwest
Monsoons are from June to September and Sumatra thunderstorms may be carried over the
Island in early morning and bring severe gusts exceeding 35 knots.
a) Arrival Procedures:
Caution: Paya Lebar airport is 4.8 NM to the West of Singapore Changi and has the
same runway alignment.
Note: East of airport, Runway 02R/20L is solely for use by the Republic of
Singapore Air Force aircraft. Exercise caution.
b) Departure Procedures:
Aircraft climb performance with All Engine Operating (AEO), satisfies every criteria laid
down in Jeppesen 10-3 and 10-3A for ship upto height of 460 feet (140 m).
Single Engine Operations, Take-off charts account of obstacles (ships) passing the ship-
ping lanes. Due to performance limitations, we do not account for the most limiting ships
of 460 feet (140 m) in height.
The take-off charts are based on clearing all ships of height up to 226 feet (69 m) for Run-
way 02L / 02R, therefore if ATC report a ship higher than 226 feet (69 m), then take-off
must be delayed.
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ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
WIDD 9
ILS/VOR 04/22 4025 MAX MAX/369 MAX MAX MAX
Batam
WMKJ 8
ILS/VOR 16/34 3354 336/332 275/338 MAX/224 MAX MAX
Johor Bahru
WMKP 9
ILS/VOR 04/22 3354 MAX MAX MAX MAX MAX
Penang
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6.4.50.2 Terrain
Radar service provided. Parallel runway operation in use. During LVP operations traffic flow
is reduced by 65%, resulting in Traffic flow restrictions being issued.
Carry out a normal instrument approach to the most suitable runway, which
normally is the runway received via ATIS or by inbound clearance
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6.4.50.4 Weather
Stockholm area experiences a moderate climate in both summer and winter. Winters are dark
and cold, with darkness occurring in early afternoon, while during summer, days are long,
while nights are semi dark.
Summer:18C to 25C
Winter:-7C to +2C
Most rainfall occurs during summer and early autumn, with snowfalls from October to March.
Heavy snowfalls possible during months of December, January and February and may
remain on ground for long periods.
Fog and snow showers generally affects ceiling & visibility during winter.
Destination alternates, Malmo and Goteborg, both these airports may experience prolonged
fog during winter/spring period.
6.4.50.5 Arrivals
Conventional and RNAV STARs published with numerous crossing altitudes. Lost
communication procedures published for Missed Approaches, see Jeppesen approach
charts.
6.4.50.7 Departures
SIDs published for specific aircraft types. Remote de-icing used when RWY 01R/19L is in
use. Refer to Jeppesen airport briefing pages for details.
De-icing - Terminal 5
De-icing staff will contact crew via 121.750 or via headset before commencing de-
icing.
Remote De-icing
Subject to runway in use, de-icing is conducted remotely. Refer to Jeppesen airport
briefing pages for details.
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Terminal
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
(m) Aircraft
ESKN 7
ESGG 8
ESMS 7
ILS/ILS 17/35 2800 NOT NOT MAX/NOT MAX MAX
Malmo-Sturup
EVRA 8
ILS/ILS 18/36 2550 NOT NOT MAX MAX MAX
Riga
EETN 7
ILS/ILS 08/26 2820 NOT NOT MAX/NOT MAX MAX
Tallinn
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Caution: Particular care should be taken to read back clearances clearly to ensure
understanding.
Note: Libyan airspace is contained in the IATA in-flight broadcast procedure area of
Africa VHF 126.9
Note: Runway 18/36 is used as an alternative Runway and open for operation in
Daylight only.
6.4.51.3 Terrain
Tripoli is joint Civil and Military airfield. The airport is located 10 NM South of city area of
Tripoli on the Southern shores of the Mediterranean sea with an elevation of 263 feet.
The surrounding area is flat coastal plain with no significant obstacles in the vicinity. Mountain
ranges further to the South rise to give a MSA of 4000 feet. The terrain is mostly covered by
farms.
6.4.51.5 Weather
The weather of Tripoli is mostly fine, with clear skies and pleasant afternoon sea breezes.
Summer: Generally fine weather with Southwesterly winds. Increasing wind speed in
Summer can cause blowing dust and rising sand with reduced visibility. Occasionally fog
occurs in August and September, which normally burns off from 0800 to 1000 Local Time.
Winter: Generally fine weather with Northeasterly winds. Thunderstorms and associated CB
activity from time to time throughout this season.
December to January: likelihood of windshear phenomena.
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a) Arrival Procedures:
Caution: Some parts of the aerodrome are neglected, with WIP and debris on
taxiways and apron. Be careful to avoid personnel on apron.
b) Departure Procedures:
NIL
ICAO RFF IAP RWY LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
DTMB 9
ILS/VOR 07/25 2950 208 MAX MAX
Monastir
DTTJ 9
ILS/VOR 09/27 3100 215 MAX MAX
Djrba
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Caution: Rescue helicopter operations at low altitude to and from ASPERN 6.5 NM North
threshold Runway 16 on extended runway center line Runway 34 and 1 NM
West of extended runway center line Runway 34
6.4.52.3 Terrain
The airport is located 10 NM Southeast of Vienna with an elevation of 600 feet. High ground
mostly to the Southwest, highest MSA 4900 feet at the Southwest quadrant. Between 110
from Northwest and 270 from Southeast the MSA is 3,400 ft and between 270 and 350
Southeast the MSA is 2700 feet.
6.4.52.5 Weather
November to March: Viennas climate is generally moderate; heavy snowfalls and low
temperatures.
July and August: Temperature is usually comfortable with an average of 20C. Rainfall
occurs throughout the year, but mainly from May until August. A northwest Circulation, along
the Danube valley prevails most of the time (75% of the year).
Winter fog (mainly during December/January) usually clears by noon. In summer, significant
thunderstorms / hail may occur between May and August.
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a) Arrival Procedures:
b) Departure Procedures:
Loadsheet is delivered with electronic signature, which includes the license number of
the person who prepared the document. Red Cap is not licensed to complete a load-
sheet, but will check the loadsheet with a qualified person from Qatar Airways (Pilot).
c) Crew Routing:
Austroport will provide transfers to and from the airport using 2 mini buses that each has
a seating capacity for eight (8) persons.
Arrival Crew: After leaving the aircraft, proceed to baggage claim area, ensure to have
your crew ID visible and proceed as a group to enable the immigration to clear the appli-
cable formalities. In the baggage claim area, you will be met by a porter (wearing green
jacket) with a big trolley for collection of crew bags. The porter will transfer all your bags
from the conveyor belt and load them onto his trolley. He will also hand over the Crew
Information Sheet to each crew member. He will follow you and load baggage in the Aus-
troport mini buses.
Departing Crew: The driver will drop you off at departure area T2. Please proceed to
luggage counter (opposite to Austrian Airlines check-in counter 50). QR ground staff will
be there to assist you with baggage tagging. Crew bags will be loaded on a big trolley for
carrying straight to the aircraft for final loading into H5. You will be asked to proceed
straight to departure gate (A-Pier) and either handling agent or QR ground staff will meet
you to lead you to the aircraft.
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ICAO RFF IAP Runway LDA MAX Pavement Weight in Tons for
Code (m) Aircraft
LOWG 9
VOR/ILS 17C/35C 2740 NOT NOT MAX MAX MAX
Graz
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